Intelligent locomotive and non-locomotive mode train vehicle electronic and electrical architecture method and system

Abstract

According to the intelligent locomotive and non-locomotive mode train vehicle electronic and electrical architecture method and system, a domain centralized control electronic and electrical architecture is formed through modularization and fusion distributed functions; or the functional controller in the region is integrated into the region controller and is further fused in a cross-domain manner to form an electronic and electrical architecture consisting of the central processing unit and the region controller; cab position domain controllers at the two ends can be arranged according to the characteristics of a locomotive, walking part position domain controllers are arranged at the positions of all walking parts, one or two or more vehicle body position domain controllers and the like are arranged in a mechanical room, and the walking part position domain controllers, the vehicle body position domain controllers and the like can be arranged according to the characteristics of a railway vehicle. A more complex cross-domain fusion algorithm is supported, expansion of intelligent driving, multi-energy collaboration and reconnection control is convenient to access, vehicle data sharing and inter-function collaboration control are achieved, evolution to electrification, electronization and intellectualization is easy, and a cloud and fog management and control-oriented platform can be further achieved.

Description

Technical Field

[0001] The present invention belongs to the field of rail transit. An electrical and electronic architecture with domain centralized control is formed through modularization and integration of distributed functions, or an electrical and electronic architecture consisting of a central processing unit + regional controllers is formed by integrating functional controllers within a region into regional controllers and further cross-domain integration. Domain controllers for the positions of the two cabs can be set according to the characteristics of the locomotive, domain controllers for the positions of each running gear can be set at the positions of each running gear, and single or diagonally symmetric two or more body position domain controllers can be set in the machinery space, etc. Domain controllers for the positions of the running gear, body position domain controllers, etc. can be set according to the characteristics of the rail vehicle, supporting more complex cross-domain fusion algorithms to facilitate the access of expansions such as intelligent driving, multi-function collaboration, and multiple-unit control, realizing vehicle-wide data sharing and collaborative control between functions, being easy to evolve towards electrification, electronics, and intelligence, and further realizing a platform for cloud and fog control and management. Background Art

[0002] Currently, most of the in-use railway AC locomotives adopt a distributed electronic control system and a TCN train communication network architecture. Some perform partial fusion of small functional domains. Generally, they are still distributed by function into locomotive-related devices such as an internal combustion power control system (diesel locomotive), a power generation system (diesel locomotive), traction electric braking, air braking, auxiliary converter device, high-voltage main circuit control, driver's cab drive and acquisition unit, machinery space drive and acquisition unit, 6A system, axle temperature, automatic neutral section passing device, pantograph-catenary detection, CMD, etc. Different devices are provided by different suppliers, and some devices such as the air braking system have an independent control unit, operating equipment, display equipment, execution unit, and sensing unit.

[0003] On-vehicle train control equipment forms an independent system, such as on-vehicle train control systems like ATP / LKJ, ATO, on-vehicle locomotive signal system, on-vehicle locomotive number identification device, on-vehicle integrated communication equipment CIR, etc.

[0004] Driven by subsequent intelligent autonomous driving, the need to expand sensing devices and the requirement for higher computing power cannot be supported by the current architecture and computing power.

[0005] With the advancement of autonomous driving, the current electrical and electronic architecture of rail locomotives has higher and more requirements for state and environmental monitoring, and a large number of on-vehicle devices have increased. The existing architecture has the following problems: Each functional device is independent, requiring independent systems, structural components, and space, increasing costs. When adding a new function, a set of devices including ECUs, wiring harnesses, etc. need to be added, increasing the system complexity and verification difficulty; Complex cables are required for data interaction between each functional device itself and between devices, bringing wiring difficulties and increasing costs; Each functional device is provided by different manufacturers. The different hardware and software platforms result in a large maintenance workload. Once a certain device is modified, all associated devices need to be modified, making it difficult for devices to coordinate with each other. The existing architecture causes a lot of functional redundancy. It is difficult to directly connect intelligent autonomous driving to the existing architecture. Intelligent driving requires more extended sensing units, higher computing power processing units, and higher data transmission requirements.

[0006] The current electronic and electrical architecture of rail locomotives has the above problems. Therefore, it is necessary to gradually integrate the discrete distributed architecture into the electrical architecture of domain controllers.

[0007] After a patent search, the patents that have a certain relationship with the present invention mainly include the following patents: A Chinese invention patent with an application number of "202210100326.6", an application date of "2022.01.27", a publication number of "CN114475673A", a publication date of "2022.05.13", a title of "A Train Electronic and Electrical Architecture and a Rail Train", and an applicant of "CRRC Qingdao Sifang Co., Ltd.". This application relates to a train electronic and electrical architecture and a rail train. The train electronic and electrical architecture includes: a train-level control layer, a vehicle-level control layer, and a vehicle-level data acquisition and execution layer. Among them, the train-level control layer includes at least two train-level controllers for train-level logic function calculation and communication; the vehicle-level control layer includes multiple vehicle-level domain controllers and multiple information security devices; the vehicle-level data acquisition and execution layer includes a general-purpose IO module, a dedicated fast operation unit, and a dedicated data acquisition device; the general-purpose IO module is used to collect digital signals, analog signals, and output control signals; the dedicated fast operation unit is used to process and execute vehicle control functions that require quick response. Through this application, the high integration and lightweight design of vehicle-level domain controllers and IO modules are achieved, comprehensively improving the automation, intelligence, and operation and maintenance levels of train control.

[0008] The above patent only proposes the functional domain integration of passenger trains, but it is still a distributed electronic and electrical architecture, and there is no qualitative change in the architecture. It does not mention the central centralized processing + domain controller architecture and can only solve some of the above problems and is powerless for intelligent driving and cloud control management. Summary of the Invention

[0009] The technical problem to be solved by the present invention is to address the defects in the prior art. By means of a centralized and integrated electronic and electrical architecture that realizes centralized control of different functional implementation domains, or further constructs an electronic and electrical architecture of a central processing unit + regional controller through cross-domain integration, through software and hardware decoupling and software hierarchical design, isolation of safety functions and related resources from non-safety functions and related resources, and high-speed real-time network communication between domain controllers to meet the large number of real-time communication requirements after function integration, it is applicable to locomotives, passenger vehicles, locomotive-carriage trains, multiple unit trains, and subway trains, and can be used as the development direction of a new generation or fifth-generation locomotive and the development direction of an intelligent train.

[0010] For the electronic and electrical architecture design and domain division of locomotive-carriage trains, locomotive vehicles, and non-locomotive-carriage train vehicles, refer to Patent CN2022112974767. The train control domain can integrate signal and electrical equipment.

[0011] The position domain controllers of railway locomotives, vehicles, and non-locomotive-carriage train vehicles can be configured to consist of a running gear position domain controller, a car body position domain controller, etc. The car body position domain controller can be placed at a staggered position from the bogie position domain controller, and the function integration adopts the principle of proximity; if there is a driver's cab, a driver's cab position domain controller can be configured. The position domain controller can collect and monitor the status of the equipment at the corresponding position and execute the control of the components at the corresponding position.

[0012] The vehicle control center domain realizes the existing CCU functions, ATO, multi-energy collaborative management, traction and braking distribution, etc., can integrate the control of nearby electrical equipment, and can realize the sharing of data and status. The vehicle control center domain serves as the centralized collection of status and commands, and the generation and distribution of control commands. When the vehicle control center domain fails, it can be degraded to the state and command interaction between each position domain. The vehicle control command of the whole vehicle can come from the driver's cab or the train control equipment, and is distributed to each position domain controller through hardwiring and communication to execute and feedback the status.

[0013] There are multiple electrical devices in the running gear of rail vehicles, including braking and control (including air braking, electro-mechanical braking, parking braking, magnetic track and eddy current braking, etc.), shock absorption and adjustment control, anti-skid and lubrication control, axle load transfer, etc. For the powered running gear, there are traction electric braking and control, traction fans, traction motors, etc. At the same time, it includes the status detection and diagnosis of each device in the running gear (including axles, wheelsets, axle boxes, gears, etc.), such as the status monitoring of the shock absorption system, overloading and offloading monitoring, load detection, air pressure detection, axle temperature, tread, axle speed and wheel speed, etc. These can be driven and collected by the original multiple control devices. Now, through the running gear position domain controller (which can be placed in the car body or machinery room near the running gear), centralized control, status collection, monitoring and diagnosis of the electronic and electrical devices in the running gear can be realized, which is easy to achieve bogie control of traction and braking and to promote to axle control, easy to achieve closed-loop control of traction, braking and coasting with torque control, acceleration control or adaptive control as the goal, realize the sharing of data and status, such as speed and air pressure are shared between the vehicle control domain and the train control domain, and it is easy to achieve line control braking.

[0014] Due to the complex control algorithms for the traction motor to achieve traction and electric braking, and at the same time, there is a rectification control part in AC locomotives (the existing solution is integrated into the TCU). Some locomotives and vehicles use a single TCU to control the motor migration and electric braking of one running gear, and some locomotives and vehicles have a single TCU to control the axle motor traction and electric braking of two bogies. It can be formed into a separate ECU + actuator + status collection method (that is, according to the existing TCU control method). Through the CCU or the vehicle control center domain, after real-time status collection and processing, the traction / electric braking force command is sent, or the traction and braking command output by the driver controller is received, and the TCU unit realizes closed-loop control of bogie control or axle control and heat dissipation control; the TCU unit can be upgraded to a TCU position domain controller. Because the main transformer and motor status, such as position and temperature, are relatively close to the TCU, it can integrate and control the heat dissipation of the main transformer and the acquisition of some voltage and current of the main transformer, etc.; at this time, other electrical devices in the running gear, including the execution unit (air braking, parking braking, suspension system drive, traction fans, etc.), the acquisition unit (air pressure and braking status, speed, axle temperature, etc.) are relatively simple and can be integrated into the running gear position domain controller.

[0015] The status collected by the running gear position domain controller, including speed, air pressure, braking status such as parking braking status, etc., can be shared between different domains or control devices (between the vehicle control center domain and the train control center domain, between the CCU and train control on-vehicle equipment such as LKJ or ATP, etc.); for the acquisition of key status, it can be directly collected by the corresponding control device or domain controller device. For example, ATP or LKJ or the train control domain directly configures an exclusive speed sensor for speed acquisition.

[0016] For the real-time requirements of the output of key functions or safety functions to the running gear area, it can be directly controlled and output by the corresponding controller or the central domain controller.

[0017] Emergency braking can be directly controlled and output by the vehicle controller, train control equipment such as LKJ or ATP, emergency braking button or emergency braking valve to ensure safety.

[0018] For locomotives, the body position domain controller can be placed in the machinery space. One, two (diagonally symmetrically placed on the body) or multiple (rationally planned positions) body position domain controllers can be set up for the control and status acquisition of the main circuit, auxiliary circuit, control circuit, train power supply, and low-voltage power supply. At the same time, it can also include machinery space fire prevention monitoring, high-voltage insulation, power supply monitoring, etc., including air source and compressor management, heat dissipation management, internal combustion engine control, energy storage and charging management, hydrogen energy power generation control, etc. The original machinery space drive and acquisition unit MIO can be allocated to the nearest position domain controller according to the object position, and the original machinery space electrical equipment can be integrated into the body position domain controller according to the position nearby; the vehicle control central domain can integrate one of the body position domain controllers, or integrate part of the main circuit control such as pantograph raising and lowering, main breaker control, etc.

[0019] For non-locomotive and non-rolling stock mode trains, one, two (diagonally symmetrically placed on the body) or multiple (rationally planned positions) body position domain controllers can be set up for the control and status acquisition of body electrical equipment, including for door, high-voltage management, auxiliary control unit, energy storage and charging management, air-conditioning management, PIS system, lighting management, compressed air source management, smoke alarm management, etc.; the original remote input and output unit RIO of the train vehicle is allocated to the corresponding position domain controller according to the position nearby; for diesel multiple units, the body position domain controller can include internal combustion engine control; for trailers, the calculation and distribution of braking can be placed in the vehicle control central domain, and the specific braking execution equipment is placed in the position domain controller including braking control.

[0020] For locomotives, air braking (or hydraulic braking, and the integration of hydraulic braking refers to the air braking integration method in this article) adopts centralized control. The entire air pipeline management is concentrated in the air brake cabinet, including BCU, start and stop control of main and auxiliary compressors, train pipe / equalizing reservoir pressure control, brake cylinder pressure control, parking brake control, anti-skid control, pantograph raising control module, etc. The control objects are distributed in the machinery space, on the roof and at the running gear, but the state acquisition of air pressure, flow rate, etc. is distributed according to the control objects. By splitting the functional modules in the brake cabinet, the control parts of the control objects located at the running gear (such as brake cylinders, parking brakes, anti-skid control, etc.) can be integrated into the running gear position domain controller, and the control parts of the control objects located on the body (such as air compressors, pantograph raising, etc.) can be integrated into the body position domain controller or the vehicle control central domain.

[0021] If the locomotive controls the air pressure of the train pipe by adjusting the pressure of the equalizing reservoir, or directly controls the train pipe pressure, it can be integrated into the bogie position domain controller or the body position domain controller according to the location. A redundant architecture or multiple redundant sets can be respectively integrated into each bogie position domain controller to improve the control reliability of the train pipe / equalizing reservoir. If the locomotive adopts the existing control method of the train pipe / equalizing reservoir in the brake, and controls the train pipe by controlling the equalizing reservoir, the air backup braking mode can be configured according to the existing method. If the locomotive adopts the existing method of directly controlling the train pipe pressure in the brake, the air backup braking mode can adopt a closed-loop control of a small flow rate of the backup brake valve to divide the pressure and amplify it through the relay valve to control the train pipe pressure.

[0022] Since the control of the brake cylinders of each car of the locomotive adopts centralized control, a corresponding brake cylinder control system can be configured for each bogie. Referring to the existing brake cylinder control part of the brake, a one-way valve can be added between the brake cylinder control system and the air source to support the automatic air brake controlled by the train pipe pressure. Or a brake cylinder braking control part with microcomputer-controlled direct-acting air control can be configured for each bogie, and a one-way valve and an air reservoir can be added between the brake cylinder braking control part and the air source to support the automatic air brake controlled by the train pipe pressure.

[0023] If the air brake pipeline still adopts centralized management, the air brake pipeline management can be integrated into the nearby body position domain controller, and the air state acquisition can be integrated into the corresponding position domain controller according to the location.

[0024] For the position domain controller including brake control, such as the bogie position domain controller, the brake-related instructions can directly come from the operation of the large and small brakes, the equipment of the train control system, the emergency brake valve and the button.

[0025] Through the above brake integration operation, the integrated brake system can support the locomotive independent brake + train pipe brake, the locomotive independent brake, and the backup train pipe independent brake. Due to the improvement of the sensor accuracy and the short closed-loop processing cycle, the average pipe can be cancelled. It is easy to expand and be compatible with the access of electro-mechanical brake, magnetic track brake, eddy current brake, etc., and to realize the overhead or axle control and line control of the brake.

[0026] For non-rail vehicle mode trains such as multiple unit trains or subway vehicles, direct-acting brakes controlled by microcomputers are adopted. Electrical signals for service brake commands are transmitted through hard wires or networks, and emergency brake commands are transmitted through hard wires or safety loops. For service braking, the corresponding vehicle brake control unit adjusts the corresponding compressed air pressure in real-time in a closed-loop manner, and then the brake control unit controls the corresponding solenoid valve to control the brake cylinder pressure output in a closed-loop manner, taking into account vehicle speed and weighing control to prevent excessive braking force. Emergency braking is output through an emergency brake valve that operates when power is lost, also considering vehicle speed and weighing control to prevent excessive braking force. Some vehicle models support automatic air braking, which is controlled by the charging and discharging of the train pipe. Some vehicle models adopt hydraulic braking, and the integration of hydraulic braking refers to the integration method of air braking in this article. Some vehicle models adopt magnetic track braking, eddy current braking (linear eddy current braking or rotary eddy current braking), and electro-mechanical braking, and linear braking methods may be adopted in the future.

[0027] For non-rail vehicle mode trains, for those adopting air braking, air braking is a vehicle-integrated control method (i.e., centralized control of multiple bogies of the vehicle). The braking method can be adjusted to bogie control (each bogie is equipped with a set of direct-acting brakes, including a distribution valve that supports automatic air braking for train pipe pressure control, and a one-way valve and an air storage tank are added to each. The air storage tank can be shared among multiple bogies), and they are respectively integrated into the position domain controllers of their respective bogies; centralized control of air braking can still be adopted and can be integrated into the corresponding position domain controller nearby.

[0028] For the head and tail vehicles or other vehicles of non-rail vehicle mode trains, there are functions such as air source control (such as compressor control) and automatic air braking control (for the control of the train pipe), as well as the acquisition of corresponding states. These functions can be integrated into the corresponding position domain controllers according to their locations.

[0029] For position domain controllers including brake control, such as bogie position domain controllers, brake-related commands can directly come from the operation of the large and small brakes, train control system equipment, emergency brake valves, and buttons.

[0030] The position domain controller in the driver's cab can integrate the original driver's cab drive and acquisition unit CIO and display control. In addition, it can integrate the commands, state acquisition, display, and control drive of the brake system's operation unit in the driver's cab, and can also integrate air conditioning control, etc., and can integrate the electrical equipment of the signal department in the driver's cab.

[0031] The low-voltage control power supply of 110V is sent to each domain controller, and then centrally converted and uniformly distributed within the domain by the domain controller; the electrical equipment within the domain controller can use Ethernet cables to transmit the low-voltage power supply. The train integrity check needs to be implemented across vehicles and can be integrated into the CCU or vehicle control center domain or central processing domain or train control center domain, or the train integrity check is implemented separately and shared among the CCU or vehicle control center domain or central processing domain, train control center domain. For new energy locomotives or trains that are compatible with AC and DC power supply and equipped with hydrogen energy and fuel cell power generation systems, on-vehicle energy management can be integrated into the CCU, or the vehicle control center domain, or the central processing domain.

[0032] The main electrical equipment of rail freight vehicles is concentrated in the running gear. The above method can be referred to (electrically controlled air brakes are implemented on each running gear and can support automatic air brakes of the train pipe, or electro-mechanical brakes are configured, etc.) to decompose the air brakes to the running gear. Power generation and energy storage management can be integrated nearby into the corresponding running gear position domain controller. The running gear position domain controller can be set to centrally manage the equipment at this position. Each running gear position domain controller can receive instructions from the main vehicle control equipment through wired or wireless networks and feedback the status; data can be exchanged through communication between the running gear position domain controllers; another control method is that the running gear position domain controllers of each vehicle can obtain the overall control and overall status of the vehicle and switch the overall vehicle control right by setting fixed priority levels, competition, logical mutual switching, etc. When a certain running gear position domain controller of the vehicle acts as the one responsible for the overall vehicle control function, it distributes instructions to its own position domain control and other running gear position domains by receiving instructions from the main vehicle control equipment and combining the vehicle status.

[0033] For non-rolling stock mode passenger vehicles, running gear position domain controllers and body position domain controllers can be set according to the electrical equipment of the vehicle, referring to the above method.

[0034] Point-to-point communication or star structure can be adopted between domain controllers to improve the real-time performance of data interaction. Redundant ring network communication can be adopted between domain controllers. High-speed real-time communication such as Ethernet technology can be adopted for communication between domain controllers, and fiber optic transmission media or wireless communication can be adopted.

[0035] The domain controller can adopt a redundant architecture, and a safety architecture or a hybrid safety architecture can be adopted according to safety requirements to achieve high safety of function output and safe acquisition of key states, such as brake control, speed signal acquisition, etc.

[0036] The domain controller integrates control and algorithms. The actuator is in the form of an interface standard part, and the status acquisition device is standardized, which is conducive to realizing modularization and hardware decoupling.

[0037] The beneficial effects of the present invention are as follows: The present invention belongs to the field of rail transit. An electronic and electrical architecture with domain centralized control is formed through modularization and integration of distributed functions, or an electronic and electrical architecture composed of a central processing unit + domain controller is formed by integrating functional controllers within a region into a domain controller and further cross-domain integration. Domain controllers can be set at the positions of both cabs according to the characteristics of the locomotive, domain controllers for the running gear positions can be set at the positions of each running gear, and single or diagonally symmetric two or more body position domain controllers can be set in the machinery space, etc. Domain controllers for the running gear positions, body position domain controllers, etc. can be set according to the characteristics of the rail vehicle, supporting more complex cross-domain fusion algorithms to facilitate access to intelligent autonomous driving functions, multi-energy (power source) collaborative control such as new energy locomotives, and expansion of multiple-unit control, realizing vehicle-wide data sharing, being easy to transform the original drive by compressed air or hydraulic pressure into an electrified drive, and further realizing a platform for cloud and fog management and control. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 Schematic diagram of a multi-center domain centralized electronic and electrical architecture system of a locomotive composed of a single locomotive Figure 2 Schematic diagram of a central center domain centralized electronic and electrical architecture system of a locomotive composed of a single locomotive Figure 3 Schematic diagram of a multi-center domain centralized electronic and electrical architecture system of a single locomotive of an AB-section locomotive Figure 4 Schematic diagram of a central center domain centralized electronic and electrical architecture system of a single locomotive of an AB-section locomotive Figure 5 Schematic diagram of a domain centralized electronic and electrical architecture system of a multiple-unit train or urban rail train Figure 6 Schematic diagram of a domain centralized electronic and electrical architecture system of a rail freight vehicle EMBODIMENTS

[0039] The present invention will be further described below through specific embodiments in conjunction with the drawings.

[0040] It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments provided in the present application without creative efforts belong to the scope of protection of the present application.

[0041] The present invention proposes an electronic and electrical architecture that realizes domain centralized control through centralization and integration of different functions, or further constructs an electronic and electrical architecture of a central processing unit + regional controller through cross-domain integration. Through software and hardware decoupling, software hierarchical design, isolation of safety functions and related resources from non-safety functions and related resources, high-speed real-time networks are used for communication between domain controllers to meet the large number of real-time communication requirements after function integration. It is applicable to locomotives, passenger vehicles, locomotive-vehicle mode trains, multiple unit trains, and subway trains, and can be used as the development direction of a new generation or fifth-generation locomotive and the development direction of an intelligent train.

[0042] The electronic and electrical architecture design and domain division of railway locomotives, trains, and non-locomotive-vehicle mode train vehicles refer to Patent CN2022112974767. The electronic and electrical architecture of a locomotive is divided into a running gear position domain, a driver's cab position domain, and a body position domain as Figures 1 to 4 shown.

[0043] A locomotive is composed of a single locomotive or multiple locomotives. By integrating electrical equipment on the locomotive into the central domain, running gear position domain, body position domain, driver's cab position domain, etc. according to their proximity, the central domain can be composed of a vehicle control center domain, a train control center domain, and an active safety domain separately, or integrated into a central control domain.

[0044] The electronic and electrical architecture of non-locomotive-vehicle mode train vehicles is divided into a running gear position domain, a driver's cab position domain, and a body position domain as Figure 5 shown.

[0045] For a locomotive, the vehicle control center domain receives the operation control instructions of the whole vehicle or a single locomotive from the train control system, or receives the control instructions manipulated by the driver's console or allocated by the master locomotive. By collecting the equipment status of the whole vehicle (or obtaining the equipment status in the corresponding domain through the position domain, and obtaining the status of the multiple-unit locomotive and the train end equipment through the network) and converting it into the execution instructions of the corresponding electrical equipment, and distributing them to the controllers in each position domain for execution. When the vehicle control center domain is located in the master locomotive, it can be responsible for sending control instructions to the slave locomotives and the train end equipment; when the vehicle control center domain integrates the train control and active safety functions into the central control domain, the central control domain obtains the train or locomotive operation control instructions through vehicle-ground or vehicle-vehicle communication, or obtains the train or locomotive operation control instructions through the manipulation of the driver's console, or obtains the control instructions allocated by the master locomotive. By collecting the equipment status of the whole vehicle (or obtaining the equipment status in the corresponding domain through position domain control, and obtaining the status of the multiple-unit locomotive and the train end equipment through the network) and converting it into the execution instructions of the corresponding electrical equipment, and distributing them to the controllers in each position domain and the execution units managed by itself for execution. When the central control domain is located in the master locomotive, it can be responsible for sending control instructions to the slave locomotives and the train end equipment.

[0046] For locomotives, as redundancy for instruction transmission, traction and braking instructions can be transmitted through hardwiring. The vehicle control center domain or the central control domain, and the position domain corresponding to the function (in case of network transmission failure) can directly collect the hardwired instructions and execute them.

[0047] For the vehicles of non-locomotive-vehicle mode trains, when the vehicle control center domain of the head and tail vehicles serves as the main control device of the train, it receives the train operation control instructions of the train control system, or receives the operation instructions of the driver's console or the control instructions assigned by the main control train, obtains the equipment status of this vehicle through the position domain controller, obtains the status of other vehicles of this train and the coupled locomotives through the network, and converts them into execution instructions for the corresponding electrical equipment, and distributes them to the position domain controllers of this vehicle for execution, and distributes them to the vehicle control domains of other vehicles of this train and the coupled trains for execution; when the vehicle control center domain serves as a non-main control device, it obtains instructions through the network, converts them into execution instructions, distributes them to the position domains of this vehicle for execution, and feeds back the status.

[0048] For the vehicles of non-locomotive-vehicle mode trains, when the central control domain (the vehicle control center domain integrates train control and active safety functions) of the head and tail vehicles serves as the main control device of the train, it receives the train operation control instructions through vehicle-ground communication or vehicle-vehicle communication, or receives the operation instructions of the driver's console or the control instructions assigned by the main control train, obtains the equipment status of this vehicle through the position domain, obtains the status of other vehicles of this train and the coupled locomotives through the network, and converts them into execution instructions for the corresponding electrical equipment, and distributes them to the position domain controllers of this vehicle for execution, and distributes them to the vehicle control domains of other vehicles of this train and the coupled trains for execution; when the central control domain serves as a non-main control device, it obtains instructions through the network, converts them into execution instructions, distributes them to the position domains of this vehicle for execution, and feeds back the status.

[0049] For the vehicles of non-locomotive-vehicle mode trains, as redundancy for instruction transmission, the main control vehicle can transmit traction and braking instructions through hardwiring. The vehicle control center domain or the central control domain of each vehicle, and the position domain corresponding to the function (in case of network transmission failure) can directly collect the hardwired instructions and execute them, and can achieve train-level through connection through the relay of the vehicle bus for status and instruction redundancy transmission.

[0050] There are multiple electrical devices in the running gear of rail vehicles, including braking and control, shock absorption and adjustment control, anti-skid and lubrication control, axle load transfer, etc. For the powered running gear, there are traction electric braking and control, traction fans, traction motors, etc. At the same time, it includes the status detection and diagnosis of each device in the running gear, which can be driven and collected by the original multiple control devices. Now, the centralized control, status collection, monitoring and diagnosis of the electronic and electrical devices in the running gear can be realized through the running gear position domain controller; the status collected by the running gear position domain controller, including speed, air pressure, braking status such as parking brake status, etc., can be shared among different domains or control devices. For the collection of key status, it can be directly collected by the corresponding control device or domain controller device. For example, ATP or LKJ or the train control domain directly configures exclusive speed sensors for speed collection; for the real-time requirements of the output of key functions or safety functions to the running gear area, it can be directly controlled and output by the corresponding controller or the central domain controller.

[0051] Since the control algorithms for the traction motor to achieve traction and electric braking are complex, and there is a rectification control part in AC locomotives, and some locomotives and vehicles have a single TCU controlling the motor traction and electric braking within two or more bogies, it can be formed into a separate ECU + actuator + status collection method or constitute a TCU position domain controller, which can achieve closed-loop control for rectification, bogie control or axle control of traction electric braking, heat dissipation control, etc. Since the status of the main transformer and the motor, such as position and temperature, is relatively close to the TCU, it can integrate the heat dissipation control of the main transformer and the collection of some voltage and current of the main transformer; at this time, other electrical devices in the running gear, including the execution unit (air braking, parking braking, suspension system drive, traction fans, etc.), the collection unit (air pressure and braking status, speed, axle temperature, etc.), are relatively simple and can be integrated into the running gear position domain controller.

[0052] For locomotives, the body position domain controller can be placed in the machinery space. One, two (placed diagonally symmetrically on the body) or multiple (reasonably planned positions) body position domain controllers can be set up for the control and status collection of the main circuit, auxiliary circuit, control circuit, train power supply, and low-voltage power supply. At the same time, it can also include machinery space fire prevention monitoring, high-voltage insulation, power supply monitoring, etc., including air source and compressor management, heat dissipation management, internal combustion engine control, energy storage and charging management, hydrogen energy power generation, etc. control. The original machinery space drive and collection unit MIO can be distributed to the nearest position domain controller according to the object position, and the original machinery space electrical equipment can be integrated into the body position domain controller according to the position; the vehicle control center domain can integrate one of the body position domain controllers, or integrate some main circuit controls such as pantograph raising and lowering, main breaker control, etc.

[0053] For non-rolling stock mode train vehicles, the body position domain controller can be set with one, two (diagonally symmetrically placed on the body), or multiple (rationally planned positions) body position domain controllers for the control and status acquisition of body electrical equipment, including for door, high-voltage management, auxiliary control unit, energy storage and charging management, air-conditioning management, PIS system, lighting management, compressed air source management, smoke alarm management, etc.; the remote input / output unit RIO of the original train vehicle is allocated to the corresponding position domain controller according to the location; for diesel multiple units, the body position domain controller can include internal combustion engine control.

[0054] For locomotives, air braking (or hydraulic braking, and the integration of hydraulic braking refers to the air braking integration method in this article) adopts centralized control. The control of the corresponding functions of the air pipelines is relatively independent. The acquisition of states such as air pressure and flow is distributed according to the controlled objects. By splitting the functional modules in the brake cabinet, the control parts of the controlled objects arranged at the running gear can be integrated into the running gear position domain controller, and the control parts of the controlled objects arranged on the body can be integrated into the body position domain controller or the vehicle control center domain; if the locomotive controls the air pressure in the train pipe by adjusting the equalizing reservoir pressure or directly controls the train pipe pressure, it can be integrated into the running gear position domain controller or the body position domain controller according to the location. Redundant multiple sets can be used to be respectively integrated into each running gear position domain controller or a redundant architecture can be used to be integrated into the body position domain controller; because the control of the brake cylinders of the running gear of each car of the locomotive adopts centralized control, a corresponding brake cylinder control system can be configured for each running gear. Referring to the existing brake cylinder control part of the braking mechanism, a one-way valve can be added between the brake cylinder and the air source to support the automatic air braking controlled by the train pipe pressure, or a brake cylinder braking control part of the direct-acting air control controlled by a microcomputer can be configured for each running gear, and a one-way valve and an auxiliary reservoir can be added between the brake cylinder and the air source to support the automatic air braking controlled by the train pipe pressure.

[0055] For locomotives, if the air braking pipeline still adopts centralized management, the air braking pipeline management can be integrated into the nearby body position domain controller, and the air state acquisition is integrated into the corresponding position domain controller according to the location.

[0056] If the locomotive adopts the control method of the train pipe / equalizing reservoir in the existing braking system and controls the train pipe by controlling the equalizing reservoir, the air backup braking mode can be configured with reference to the existing method; if the locomotive adopts the method of directly controlling the train pipe pressure in the existing braking system, the air backup braking mode can adopt the closed-loop control of the backup brake valve to divide the pressure of a small flow and amplify it through the relay valve to control the train pipe pressure.

[0057] Through the above braking integration operation, the integrated braking system can support locomotive independent braking + train pipe braking, locomotive independent braking, and backup train pipe independent braking; due to the improvement of sensor accuracy and short closed-loop processing cycle, the average pipe can be cancelled; it is easy to expand and be compatible with the access of electro-mechanical braking, magnetic track braking, eddy current braking, etc., and to realize overhead or axle control and line control braking of braking.

[0058] For non-locomotive-rolling stock mode trains, for those adopting air braking mode, a set of straight-through brake can be configured for each running gear, including a distribution valve that can support automatic air braking for train pipe pressure control. A one-way valve and an air storage tank are added respectively, and they can be integrated into the position domain controller of their respective running gear positions; centralized control of air braking can still be adopted and can be integrated into the corresponding position domain controller nearby.

[0059] For the head and tail vehicles or other vehicles of non-locomotive-rolling stock mode trains with functions such as air source control and automatic air braking control, as well as the acquisition of corresponding states, these functions can be integrated into the corresponding position domain controller according to the position nearby.

[0060] The position domain controller including braking control, such as the running gear position domain controller, the braking-related instructions can directly come from the operation of the large and small brakes, the equipment of the train control system, the emergency braking valve and button, and can be in the ways of hard wire and network.

[0061] Emergency braking can be directly controlled and output by vehicle control equipment, train control equipment, emergency braking button or emergency braking valve to ensure safety.

[0062] The driver's cab position domain controller can integrate the original driver's cab drive and acquisition unit CIO and display control. In addition, it can integrate the instructions and state acquisition, display and instrument control drive of the braking system in the driver's cab operation unit, and can also integrate the control of the driver's cab air conditioner, etc., and can integrate the electrical equipment of the signal department in the driver's cab.

[0063] The electronic and electrical architecture of the centralized domain control of rail freight vehicles is as Figure 6As shown in the figure, the main electrical equipment of the rail freight vehicle is concentrated in the running gear. The air brake can be decomposed into the running gear by referring to the above method (each running gear realizes electro-pneumatic braking and can support the automatic air braking of the train pipe, or is equipped with electro-mechanical braking, etc.). The power generation and energy storage management can be integrated into the corresponding running gear position domain controller nearby. The running gear position domain controller can be set to centrally manage the equipment at this position. Each running gear position domain controller can receive the instructions from the main vehicle control equipment through a wired or wireless network and feedback the status; the running gear position domain controllers can interact and exchange data through communication; another control method is that the position domain controllers of each running gear of the vehicle can realize the acquisition of the overall vehicle control and overall status, as well as the switching of the overall vehicle control right by setting fixed priority levels, competition, logical mutual switching, etc. When a certain running gear position domain controller of the vehicle serves as the overall vehicle control function, it distributes the instructions by receiving the instructions from the main vehicle control equipment and combining the vehicle status to control its own position domain and other running gear position domains.

[0064] The low-voltage control power supply of 110V is sent to each domain controller, and then centrally converted by the domain controller and uniformly distributed within the domain; the electrical equipment within the domain controller can use Ethernet cables to transmit the low-voltage power supply.

[0065] The train integrity check needs to be realized across vehicles and can be integrated into the CCU or the vehicle control center domain or the central processing domain or the train control center domain, or the train integrity check is realized separately and shared with the CCU or the vehicle control center domain or the central processing domain, the train control center domain.

[0066] For new energy locomotives or trains with AC and DC power supply compatibility and equipped with hydrogen energy and fuel cell power generation systems, the on-vehicle energy management can be integrated into the CCU or the vehicle control center domain or the central processing domain.

[0067] The domain controllers can adopt a point-to-point communication method or a star structure to improve the real-time data interaction. The domain controllers can adopt a redundant ring network communication method. The communication between the domain controllers can adopt high-speed real-time communication such as Ethernet technology, and optical fiber transmission media or wireless communication can be used.

[0068] The domain controller can adopt a redundant architecture and can adopt a security architecture or a hybrid security architecture according to safety requirements to achieve high security of function output and safe acquisition of key states, such as brake control, speed signal acquisition, etc.

[0069] The domain controller integrates control and algorithms. The actuator is in the form of an interface standard part, and the status acquisition device is standardized, which is beneficial to realizing modularization and hardware decoupling.

[0070] The beneficial effects of the present invention are as follows: By modularizing and integrating distributed functions to form a domain centralized control electronic and electrical architecture, or by integrating functional controllers within a region into a regional controller and further cross-domain integration to form an electronic and electrical architecture composed of a central processing unit + regional controller, domain controllers can be set at the positions of both cabs according to the characteristics of the locomotive, domain controllers for the running gear positions can be set at the positions of each running gear, and single or skew-symmetric two or more body position domain controllers can be set in the machinery space, etc. Domain controllers for the running gear positions, body position domain controllers, etc. can be set according to the characteristics of the rail vehicle, supporting more complex cross-domain fusion algorithms to facilitate the access of extensions such as intelligent driving, multi-function collaboration, and multiple unit control, realizing vehicle-wide data sharing and collaborative control between functions, being easy to evolve towards electrification, electronics, and intelligence, and further enabling the realization of a platform for cloud and fog control.

[0071] The above embodiments are only for illustrating the present invention and not for limiting it. Those skilled in the relevant technical fields can still make various changes or transformations without departing from the spirit and scope of the present invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the present invention, and the protection scope of the present invention should be defined by each claim.

Claims

1. An electronic and electrical architecture method and system for intelligent locomotives and non-vehicle mode train vehicles, characterized in that: The electronic and electrical architecture design and domain division of rail trains, locomotives, and vehicles refer to Patent CN2022112974767; The position domain controllers of rail locomotives, vehicles, and non-vehicle mode train vehicles can be configured to consist of a running gear position domain controller, a car body position domain controller, etc. The car body position domain controller can be placed at a staggered position from the bogie position domain controller; if there is a driver's cab, a driver's cab position domain controller can be configured; the position domain controller can collect and monitor the status of equipment at the corresponding position and execute the control of components at the corresponding position; A locomotive is composed of a single locomotive or multiple locomotives. The electrical equipment on the locomotive is integrated into the central domain, running gear position domain, car body position domain, and driver's cab position domain according to the principle of proximity by position; The electronic and electrical architecture of non-vehicle mode train vehicles can be integrated into the running gear position domain, driver's cab position domain, car body position domain, or central domain according to the principle of proximity.

2. The electronic and electrical architecture method and system for intelligent locomotives and non-vehicle mode train vehicles according to claim 1, characterized in that: I. For locomotives The vehicle control central domain receives the operation control instructions of the entire train or a single locomotive from the train control system, or receives the control instructions from the driver's console or the control instructions assigned by the master locomotive. By collecting the equipment status of the entire vehicle, including obtaining the equipment status in each corresponding domain through the position domain and obtaining the status of the coupled locomotives, vehicles, and train end devices through the network, and converting them into the execution instructions of the corresponding electrical equipment, and distributing them to each position domain controller for execution. When the vehicle control central domain is located in the master locomotive, it can be responsible for sending control instructions to the slave locomotives, vehicle control domains or devices, and train end devices; when the vehicle control central domain integrates the train control and / or active safety functions as the central control domain, the central control domain obtains the train or locomotive operation control instructions through vehicle-ground or vehicle-vehicle communication, or obtains the train or locomotive operation control instructions through the operation of the driver's console, or obtains the control instructions assigned by the master locomotive. By collecting the equipment status of the entire vehicle and converting it into the execution instructions of the corresponding electrical equipment, and distributing them to each position domain controller and the execution units managed by itself for execution. When the central control domain is located in the master locomotive, it can be responsible for sending control instructions to the slave locomotives, vehicles, and train end devices; As redundancy for instruction transmission, it can transmit through hardwiring or inter-domain communication, including but not limited to traction and braking instructions. The vehicle control central domain or the central control domain, and the position domain with corresponding functions can directly collect hardwired instructions and execute them in case of network transmission failure; II. For the vehicles of non-vehicle mode trains When the vehicle control center domain of the head and tail vehicles serves as the main control device of the train, it receives the train operation control instructions of the train control system, or receives the control instructions manipulated by the driver's console or allocated by the main control train, obtains the equipment status of this vehicle through acquisition and through the position domain controller, obtains the status of other vehicles of this train and the coupled locomotives through the network, converts them into execution instructions for corresponding electrical equipment, and distributes them to each position domain controller of this vehicle for execution, and distributes them to the vehicle control center domains of other vehicles of this train and the coupled train for execution; when the vehicle control center domain is a non-main control device, it obtains instructions through the network, converts them into execution instructions, distributes them to each position domain of this vehicle for execution, and feeds back the status; When the central control domain of the head and tail vehicles serves as the main control device of the train, it receives the train operation control instructions through vehicle-ground communication or vehicle-vehicle communication, or receives the control instructions manipulated by the driver's console or allocated by the main control train, obtains the equipment status of this vehicle through acquisition and through the position domain, obtains the status of other vehicles of this train and the coupled train through the network, converts them into execution instructions for corresponding electrical equipment, and distributes them to each position domain controller of this vehicle for execution, and distributes them to the vehicle domain controllers of other vehicles of this train and the coupled train for execution; when the central control domain is a non-main control device, it obtains instructions through the network, converts them into execution instructions, distributes them to each position domain of this vehicle for execution, and feeds back the status; As redundancy for instruction transmission, when the vehicle control center domain fails, it can be degraded to the state and instruction interaction between each position domain. The vehicles use the relay interconnection of the vehicle network to achieve instruction and status interaction. The main control vehicle can transmit, including but not limited to, traction and braking instructions through hard wires. The vehicle control center domain or central control domain of each vehicle and the position domain with corresponding functions can directly collect and execute hard wire instructions under network transmission failure, and can use the relay of the vehicle bus to achieve train-level through connection for status and instruction redundant transmission.

3. The intelligent locomotive and non-vehicle mode train vehicle electronic and electrical architecture method and system according to claim 1, characterized in that: There are multiple electrical devices in the running gear of the rail locomotive and vehicle, including but not limited to braking and control, parking brake, shock absorption and adjustment control, anti-skid and lubrication control, axle load transfer, and at the same time including the status detection and diagnosis of each device in the running gear. For the powered running gear, there are traction electric braking and control, traction fans, traction motors, etc. These can be driven and collected by the original multiple control devices. Now, the centralized control, status collection, monitoring and diagnosis of the electronic and electrical equipment in the running gear can be realized through the position domain controller in the running gear; the status collected by the position domain controller in the running gear includes but is not limited to speed, air pressure, braking status, parking brake status, axle temperature. The status can be shared between different domains or control devices. The collection of key status can be directly collected by the corresponding control device or domain controller device; for the real-time requirements of the output of key functions or safety functions to the running gear area, it can be directly controlled and output by the corresponding controller or central domain controller; The use of a running gear position domain controller facilitates the implementation of bogie control for traction and braking and the advancement towards axle control, and is conducive to realizing the closed-loop control of traction, braking, and coasting with torque control, acceleration control, or adaptive control as the goal.

4. The intelligent locomotive and the method and system for the electronic and electrical architecture of non-rolling stock mode train vehicles according to claim 1, characterized in that: Since the control algorithms for the traction motors to achieve traction and electric braking are complex, and there is a rectification control part in AC locomotives and trains, and in some locomotives and vehicles, a single TCU controls the motors for traction and electric braking within two or more bogies. It can form an ECU + actuator + status acquisition method alone or constitute a TCU position domain controller, which can achieve closed-loop control for rectification, bogie control or axle control of traction and electric braking, and heat dissipation control, and can integrally control the heat dissipation of the main transformer and the status of some high-voltage circuits, including but not limited to the acquisition of voltage and current status.

5. The intelligent locomotive and the method and system for the electronic and electrical architecture of non-rolling stock mode train vehicles according to claim 1, characterized in that: I. For locomotives The body position domain controller can be placed in the machinery space. One, two or more body position domain controllers can be set, which are used for the control and status acquisition of the main circuit, auxiliary circuit, control circuit, train power supply, and low-voltage power supply. At the same time, it can also include machinery space fire prevention monitoring, high-voltage insulation, power supply monitoring, etc., including air source and compressor management, heat dissipation management, internal combustion engine control, energy storage and charging management, hydrogen energy power generation, etc. The original machinery space drive and acquisition unit MIO can be allocated to the nearest position domain controller according to the object position, and the original machinery space electrical equipment can be integrated into the body position domain controller according to the position nearby; the vehicle control center domain can integrate one of the body position domain controllers, or integrate part of the main circuit control, including but not limited to pantograph raising and lowering, main breaker control; II. For non-rolling stock mode train vehicles One, two or more body position domain controllers can be set for the control and status acquisition of body electrical equipment, including but not limited to doors, high-voltage management, auxiliary control unit, energy storage and charging management, air-conditioning management, PIS system, lighting management, compressed air source management, and smoke alarm management; the original remote input and output unit RIO of the train vehicle is allocated to the corresponding position domain controller according to the position nearby; for diesel multiple units, the body position domain controller can include internal combustion engine control.

6. The intelligent locomotive and the method and system for the electronic and electrical architecture of non-rolling stock mode train vehicles according to claim 1, characterized in that: The use of hydraulic braking can refer to the following integration method of air braking; I. For locomotives The air braking of the locomotive adopts centralized control, and the control of the corresponding functions of the air pipelines is relatively independent. The acquisition of the states such as air pressure and flow rate is distributed according to the controlled objects. By splitting the functional modules of the air pipelines, the control parts arranged at the running gear for the controlled objects can be integrated into the position domain controller of the running gear, and the control parts arranged on the car body for the controlled objects can be integrated into the position domain controller of the car body or the vehicle control center domain; if the locomotive controls the air pressure of the train pipe by adjusting the pressure of the equalizing reservoir or directly controls the pressure of the train pipe, it can be integrated into the position domain controller of the running gear or the position domain controller of the car body according to the proximity of the position, and multiple redundant sets can be respectively integrated into the position domain controllers of each running gear or a redundant architecture can be integrated into the position domain controller of the car body; since the control of the brake cylinders of the running gear of each car of the locomotive adopts centralized control, a corresponding brake cylinder control system can be configured for each running gear. Referring to the existing brake cylinder control part of the braking mechanism, a check valve can be added between the brake cylinder and the air source to support the automatic air braking controlled by the train pipe pressure, or the pressure of the brake cylinder can be directly controlled by configuring an electronic control unit for each running gear. The brake cylinder braking control part of the direct-acting air control similar to microcomputer control can be adopted, and a check valve and a reservoir can be added between the brake cylinder and the air source to support the automatic air braking controlled by the train pipe pressure; If the locomotive controls the train pipe by controlling the equalizing reservoir in the existing braking system, the air backup braking mode can be configured according to the existing method; if the locomotive adopts the method of electronically controlling the train pipe pressure directly, the air backup braking mode can adopt the closed-loop control of the backup brake valve to divide the pressure of a small flow rate and amplify it through the relay valve to control the train pipe pressure; If the centralized management of the air braking pipelines is still adopted, the management of the air braking pipelines can be integrated into the nearby position domain controller of the car body, and the air state acquisition can be integrated into the corresponding position domain controller according to the location; Through the above braking integration operation, the integrated braking system can support the locomotive independent braking + train pipe braking, locomotive independent braking, and backup train pipe independent braking; due to the improvement of the sensor accuracy and the short closed-loop processing cycle, the average pipe can be cancelled; it is easy to expand and be compatible with the access of electro-mechanical braking, magnetic track braking, eddy current braking, etc., and to realize the overhead or axle control and line control braking of the braking; II. For the train vehicles in the non-locomotive-vehicle mode For the air braking method, an electronic control unit can be configured for each running gear to directly control the pressure of the brake cylinder. The brake cylinder braking control part of the direct-acting air control similar to microcomputer control can be adopted, including a distribution valve to support the automatic air braking controlled by the train pipe pressure. A check valve and an air storage tank are added respectively. The air storage tank can be shared in different domains and can be respectively integrated into the position domain controllers of their respective running gears; the centralized control of the air braking can still be adopted and can be integrated into the corresponding position domain controller nearby; For the head and tail vehicles or other vehicles in the non-locomotive-vehicle mode train that have air source control and realize automatic air braking control through the train pipe, as well as the acquisition of the corresponding states, the functions of this part can be integrated into the corresponding position domain controller according to the proximity of the position; III. For the locomotive and the train vehicles in the non-locomotive-vehicle mode A position domain controller incorporating brake control, where brake-related instructions can directly come from the operation of the large and small brakes, train control system equipment, vehicle control center domain (central domain or CCU), emergency brake valve, and buttons, and can be transmitted via hardwired and network methods; Emergency braking can be directly controlled and output by vehicle control equipment, train control equipment, emergency brake buttons, or emergency brake valves to ensure safety.

7. The intelligent locomotive and non-rolling stock mode train vehicle electronic and electrical architecture method and system according to claim 1, characterized in that: The driver's cab position domain controller can integrate the original driver's cab drive and acquisition unit CIO and display device management. Additionally, it can integrate the instructions, status acquisition, display, and instrument management of the brake system's operation unit in the driver's cab, and can also integrate the driver's cab air-conditioning control, and can integrate the electrical equipment of the signal department in the driver's cab.

8. The intelligent locomotive and non-rolling stock mode train vehicle electronic and electrical architecture method and system according to claim 1, characterized in that: The low-voltage control power supply of 110V is sent to each domain controller, and then centrally converted by the domain controller and uniformly distributed within the domain; the electrical equipment within the domain controller can use Ethernet cables to transmit the low-voltage power supply; The train integrity check needs to be implemented across vehicles, and can be integrated into the CCU or vehicle control center domain or central processing domain or train control center domain, or the train integrity check is implemented separately and shared with the CCU or vehicle control center domain or central processing domain, train control center domain; For new energy locomotives or trains, those with compatible AC and DC power supplies and configured with hydrogen energy and fuel cell power generation systems, on-vehicle energy management can be integrated into the CCU or vehicle control center domain or central processing domain.

9. The intelligent locomotive and non-rolling stock mode train vehicle electronic and electrical architecture method and system according to claim 1, characterized in that: Point-to-point communication mode, or star structure, or communication mode using redundant ring network can be adopted between domain controllers to improve the real-time data interaction. The communication between domain controllers can use high-speed real-time communication, and optical fiber transmission medium or wireless communication can be adopted; The domain controller can adopt a redundant architecture, and according to safety requirements, a safety architecture or a hybrid safety architecture can be adopted to achieve high safety of function output and safe acquisition of key states; Adopting the architecture of the domain controller is beneficial to the sharing of data status in different domains and the collaborative control between functions; The domain controller integrates control and algorithms, the actuator is in the form of an interface standard part, and the status acquisition device is standardized.

10. The rolling stock mode vehicle electronic and electrical architecture method and system, characterized in that: The main electrical equipment of the rail freight vehicle is concentrated in the running gear. A position domain controller for the running gear can be set to centrally manage the equipment at this position. The equipment may include, but is not limited to, braking, power generation, and battery management. Each position domain controller for the running gear can receive instructions from the main vehicle control equipment through a wired or wireless network and feedback the status; the position domain controllers for the running gear can interact and exchange data through communication. Another control method is that the position domain controller for the running gear of the vehicle can achieve the overall control of the vehicle, the acquisition of the overall vehicle status, and the switching of the overall vehicle control right through setting fixed priority levels, competition, and logical mutual switching. When a certain position domain controller for the running gear of the vehicle undertakes the overall control of the vehicle, it distributes instructions to its own position domain control and other position domain controls for the running gear by receiving instructions from the main vehicle control equipment and combining the vehicle status. For passenger vehicles in non-vehicle mode, position domain controllers for the running gear and body position domain controllers can be set according to the electrical equipment of the vehicle.

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