Locomotive wireless reconnection braking instruction transmission control system

Abstract

The utility model relates to a locomotive wireless reconnection braking instruction transmission control system, an OCE of an operation end of a master control locomotive and an OCE of a non-operation end of the master control locomotive are configured to be respectively communicated with an OCE of an operation end of a slave control locomotive and an OCE of a non-operation end of the slave control locomotive through a wireless reconnection network, and the OCE of the operation end of the master control locomotive and the OCE of the operation end of the slave control locomotive are respectively communicated with the OCE of the operation end of the master control locomotive and the OCE of the non-operation end of the slave control locomotive through a wireless reconnection network. The OCE of the non-operation end of the master control locomotive is respectively and correspondingly communicated with the OCE of the non-operation end of the slave control locomotive; the OCE of the operation end and the OCE of the non-operation end in the same locomotive are configured to communicate with the BCU of the locomotive through the MVB, the WTB and the Ethernet network. The utility model solves the problem that the train operation is influenced by unstable or failed braking instruction transmission.

Description

Technical Field

[0001] The utility model belongs to the technical field of rail transportation, and in particular relates to a locomotive wireless reconnection braking command transmission control system. Background Art

[0002] Under the background of existing heavy-load train control technology, domestic heavy-load trains usually adopt a mode called "1+N" for wireless reconnection control. This mode includes 1 master locomotive and multiple slave locomotives, realizing heavy-load transportation of more than 20,000 tons. The core of this system is to use the train pipe pressure to achieve the relief and braking of the entire train. The instructions issued by the brake system of the master locomotive are synchronously transmitted to the brake system of the slave locomotive in the middle and rear of the train through the wireless reconnection network, and then control the inflation and deflation of the train pipe to achieve the braking control of the entire train.

[0003] However, the current system has a key limitation: the braking command of the master locomotive's braking system is transmitted to the slave locomotive through a single channel. This single-channel transmission method is easily interfered with in actual operation, resulting in unstable or failed transmission of braking commands. Especially during train operation, due to the complex and changeable environment, a single transmission path is prone to failure, which directly affects the safe operation of the train. Utility Model Content

[0004] In view of the deficiencies existing in the related technologies, the utility model provides a locomotive wireless reconnection braking command transmission control system to solve the technical problem that the existing braking command transmission is unstable or fails and affects the train operation.

[0005] In a possible implementation, a locomotive wireless reconnected brake command transmission control system includes: a brake control unit (BCU) of a master locomotive, a brake unit (BCU) of a slave locomotive, an operation control unit (OCE) of a control end and an operation control unit (OCE) of a non-operation end of the master locomotive, and an operation control unit (OCE) of a control end and an operation control unit (OCE) of a non-operation end of the slave locomotive;

[0006] Among them, the OCE of the operating end and the OCE of the non-operating end of the master locomotive are configured to communicate with the OCE of the operating end and the OCE of the non-operating end of the slave locomotive through the wireless reconnection network respectively, wherein the OCE of the operating end of the master locomotive and the OCE of the operating end of the slave locomotive, as well as the OCE of the non-operating end of the master locomotive and the OCE of the non-operating end of the slave locomotive communicate respectively; the OCE of the operating end and the OCE of the non-operating end in the same locomotive are configured to communicate with the BCU of this locomotive through MVB, WTB and Ethernet network respectively.

[0007] In a possible implementation, in the slave locomotive, the BCU is configured such that a braking command received from an OCE at an operating end of the slave locomotive has a higher priority than a braking command received from an OCE at a non-operating end.

[0008] In a possible implementation, in the slave locomotive, the BCU is configured such that a braking command received from the WVB network has a higher priority than a braking command received from the WTB and Ethernet networks.

[0009] In a possible implementation, in the slave locomotive, the BCU is configured such that a braking command received from the WVB network has a higher priority than a braking command received from the WTB and Ethernet networks.

[0010] In a possible implementation, in the master locomotive, the BCU is configured to: send a braking command to the OCE at the operating end and the OCE at the non-operating end through the WVB, WTB and Ethernet network respectively;

[0011] The OCE at the operating end is configured to: send a braking command to the corresponding OCE at the operating end of the slave locomotive through the infinite reconnection network;

[0012] The OCE at the non-operating end is configured to send a braking command to the OCE at the non-operating end of the slave locomotive through the infinite reconnection network.

[0013] In a possible implementation, in the slave locomotive, the OCE of the operating end is configured to: receive a braking command through the infinite reconnection network, and send the braking command to the BCU of the slave locomotive through the WVB, WTB and Ethernet network respectively;

[0014] The OCE at the non-operating end is configured to: receive the braking command through the infinite reconnection network, and send the braking command to the BCU of the slave locomotive through the WVB, WTB and Ethernet network respectively;

[0015] The BCU is configured to receive brake commands through WVB, WTB and Ethernet networks and perform brake control on the locomotive.

[0016] In a possible implementation manner, the number of slave locomotives is one or more.

[0017] Based on the above technical scheme, the locomotive wireless reconnection braking command transmission control system of the utility model implementation method improves the transmission reliability of braking commands: redundant transmission of braking commands between the master locomotive and the slave locomotive, and between the master locomotive and the slave locomotive is realized through the wireless reconnection network. Compared with the traditional connection method, the problem of transmission failure caused by poor lines is greatly reduced, thereby improving the reliability of braking command transmission and enhancing the redundancy and safety of the system; it realizes the instant sharing and synchronization of braking commands, optimizes the operating efficiency, and ensures the coordination and timeliness of train braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0019] Figure 1 The present invention is a structural schematic diagram of a locomotive wireless reconnection braking command transmission control system according to one implementation method. DETAILED DESCRIPTION

[0020] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments. 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 are within the scope of protection of the present invention.

[0021] In the description of the present invention, it should be understood that the terms "center", "lateral", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0022] The terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Thus, a feature defined as "first", "second", and "third" may explicitly or implicitly include one or more of the features.

[0023] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0024] In order to solve the problem in the prior art that unstable or failed braking command transmission affects the safety of train operation, the present application provides a locomotive wireless reconnection braking command transmission control system.

[0025] See also Figure 1 In a possible implementation, the locomotive wireless reconnection brake command transmission control system includes: a brake control unit (BCU) of a master locomotive, a brake unit (BCU) of a slave locomotive, an operation control unit (OCE) of a control end and an operation control unit (OCE) of a non-operation end of the master locomotive, and an operation control unit (OCE) of a control end and an operation control unit (OCE) of a non-operation end of the slave locomotive;

[0026] Among them, the OCE of the operating end and the OCE of the non-operating end of the master locomotive are configured to communicate with the OCE of the operating end and the OCE of the non-operating end of the slave locomotive through the wireless reconnection network respectively, wherein the OCE of the operating end of the master locomotive and the OCE of the operating end of the slave locomotive, as well as the OCE of the non-operating end of the master locomotive and the OCE of the non-operating end of the slave locomotive communicate respectively; the OCE of the operating end and the OCE of the non-operating end in the same locomotive are configured to communicate with the BCU of this locomotive through MVB, WTB and Ethernet network respectively.

[0027] In the above scheme, the system adopts an advanced wireless reconnection network technology, which allows efficient communication between the master locomotive and the slave locomotive and between the control units inside the locomotive. This communication method significantly improves the transmission efficiency and reliability of the braking command, especially in a complex operating environment, and can ensure the accurate and timely transmission of the braking command. Through the internal connection of MVB, WTB and Ethernet network, not only the interoperability of the system is enhanced, but also multiple guarantees are provided for braking control, thereby greatly improving the safety of locomotive operation.

[0028] In a possible implementation, in the slave locomotive, the BCU is configured such that a braking command received from an OCE at an operating end of the slave locomotive has a higher priority than a braking command received from an OCE at a non-operating end.

[0029] In the above scheme, the BCU of the slave locomotive adopts a priority control mechanism to ensure that when multiple braking commands arrive at the same time, the command from the operating end OCE can be processed first. This setting is particularly important in emergency braking or special operating conditions, ensuring that the operator can effectively control the braking of the locomotive at a critical moment. The logic of this priority setting reflects the careful consideration of the system setting, which is aimed at maximizing the efficiency and safety of the braking response.

[0030] In a possible implementation, in the slave locomotive, the BCU is configured such that a braking command received from the WVB network has a higher priority than a braking command received from the WTB and Ethernet networks.

[0031] In the above scheme, this configuration of BCU further strengthens the priority management of brake command transmission, ensuring that the brake command from the operating end OCE is received first among different network transmission paths, with the WVB network as the most prioritized channel. This priority setting takes into account the advantages of the WVB network in transmission efficiency and reliability, especially when transmitting emergency brake commands, it can complete the task quickly and accurately. Such a setting helps to improve the overall response speed and reliability of the locomotive braking system, which is crucial to ensuring railway transportation safety.

[0032] In a possible implementation, in the slave locomotive, the BCU is configured such that a braking command received from the WVB network has a higher priority than a braking command received from the WTB and Ethernet networks.

[0033] In the above implementation, this priority configuration ensures that the braking command can be transmitted through the most reliable channel in the case of a complex network environment or a high network load, thereby ensuring the execution efficiency and safety of the braking command. This setting idea reflects the high attention to the safety requirements of railway transportation and the meticulous processing of technical details.

[0034] In a possible implementation, in the master locomotive, the BCU is configured to: send a braking command to the OCE at the operating end and the OCE at the non-operating end through the WVB, WTB and Ethernet network respectively;

[0035] The OCE at the operating end is configured to: send a braking command to the corresponding OCE at the operating end of the slave locomotive through the infinite reconnection network;

[0036] The OCE at the non-operating end is configured to send a braking command to the OCE at the non-operating end of the slave locomotive through the infinite reconnection network.

[0037] In the above scheme, the BCU of the master locomotive sends the braking command through multiple network channels, ensuring that the braking command can be effectively transmitted in multiple network environments. The configuration of the operating end OCE and the non-operating end OCE allows the braking command to be directly transmitted to the corresponding OCE of the slave locomotive through the wireless reconnection network. This direct and efficient communication method greatly improves the speed and accuracy of command transmission. Such a setting not only increases the redundancy and reliability of the system, but also improves the flexibility and adaptability of the execution of braking commands.

[0038] In a possible implementation, in the slave locomotive, the OCE at the operating end is configured to: receive braking instructions through the infinite reconnection network, and send the braking instructions to the BCU of the slave locomotive through the WVB, WTB and Ethernet networks respectively; the OCE at the non-operating end is configured to: receive braking instructions through the infinite reconnection network, and send the braking instructions to the BCU of the slave locomotive through the WVB, WTB and Ethernet networks respectively; the BCU is configured to: receive braking instructions through the WVB, WTB and Ethernet networks respectively and perform braking control on the locomotive.

[0039] In the above scheme, the braking command processing flow of the slave locomotive demonstrates the comprehensiveness and systematicness of command reception and execution. Both the operating and non-operating OCEs can receive the braking command of the master locomotive through the wireless reconnection network, and transmit the command to the BCU for processing and execution through different networks. This comprehensive communication strategy not only ensures the effective transmission of braking commands in different network environments, but also ensures the comprehensive execution of braking commands, enhancing the safety and responsiveness of the train braking system.

[0040] In a possible implementation manner, the number of slave locomotives is one or more.

[0041] In the above scheme, the system setting allows flexible configuration of the number of slave locomotives, from one to multiple, which improves the applicability and flexibility of the system. This configuration is not only suitable for train formations of different sizes, but can also be adjusted according to actual operational needs, providing a high degree of customization and scalability. By supporting multiple slave locomotive configurations, the system can adapt to more complex and changeable operating environments, ensuring the efficiency and reliability of train brake command transmission and execution, and providing strong technical support for train operation.

[0042] The braking command of a heavy-loaded locomotive can only be issued by the BCU of the control end of the master locomotive and received by the BCU of the control end of the slave locomotive. The non-control end BCU of the master locomotive and the slave locomotive is not available, but the braking command can be transmitted between the control end and the non-control end of the master locomotive and the slave locomotive. The braking command is sent from the BCU of the control end of the master locomotive to the BCU of the control end of the slave locomotive. The redundant transmission control function of the braking command is completed through the redundant OCE equipment of the non-control end, the redundant transmission paths of different networks inside the locomotive, and the redundant wireless reconnection network path outside the locomotive.

[0043] The BCU of the master locomotive sends a braking command to the OCE of the master locomotive. Based on the MVB, the existing WTB (twisted train bus) and Ethernet network on the locomotive are used to increase the synchronous transmission from the BCU of the control end to the OCE of the control end. At the same time, the OCE equipment resources of the non-control end of the master locomotive are used to increase the MVB, WTB, and Ethernet multi-channel transmission of the BCU braking command of the control end to the non-control end OCE.

[0044] The OCE at the control end of the master locomotive transmits the braking command to the OCE at the control end of the slave locomotive through the wireless reconnection network. At the same time, the OCE at the non-controlling end of the master locomotive transmits the braking command to the OCE at the non-controlling end of the slave locomotive through the wireless reconnection network. By using two OCE devices, redundant forwarding of braking commands between the master locomotive and the slave locomotive is realized.

[0045] The OCE at the operating end of the slave locomotive will transmit the brake command received from the master locomotive to the BCU at the operating end of the slave locomotive through the MVB, and will use the WTB and Ethernet network to synchronously transmit the command to the operating end BCU. At the non-operating end of the slave locomotive, the OCE will also transmit the brake command received to the operating end BCU of the slave locomotive through multiple channels such as MVB, WTB, and Ethernet. Inside the slave locomotive, the brake command received by the operating end BCU from the operating end OCE takes precedence over the command received from the non-operating end OCE; among the three network channels, the brake command received by the BCU through the MVB network takes precedence over the command received through the WTB and Ethernet networks, and the brake command received through the WTB network takes precedence over the command received through the Ethernet network.

[0046] The following will be combined with the attached Figure 1 The utility model is described in further detail.

[0047] For heavy-load trains, a master locomotive control end BCU sends a braking command to multiple slave locomotive control end BCUs in the middle and rear of the train, so that the brake system of the slave locomotive follows the brake system of the master locomotive and moves synchronously, achieving consistent brake relief control of the entire train. Specifically:

[0048] (1) The master locomotive BCU sends brake commands through multiple channels: The master locomotive control end BCU has MVB, WTB and Ethernet network channels to communicate directly with the control end OCE and non-control end OCE. The BCU transmits the brake commands to the control end OCE and non-control end OCE through MVB, WTB and Ethernet respectively.

[0049] (2) Transmission of braking commands by wireless reconnection redundant equipment: There is a wireless reconnection network between the master locomotive and the slave locomotives, in which the master locomotive control end OCE and all slave locomotive control end OCEs are connected and communicated, and the master locomotive non-control end OCE and all slave locomotive non-control end OCEs are connected and communicated. The master locomotive control end OCE and non-control end OCE transmit the braking command to the control end OCE and non-control end OCE of the slave locomotive through their own independent wireless reconnection network channels.

[0050] (3) The slave locomotive BCU receives brake commands through multiple channels: The OCE at the operating end of the slave locomotive and the OCE at the non-operating end have MVB, WTB and Ethernet network channels to communicate with the BCU at the operating end. The OCE at the operating end of the slave locomotive and the OCE at the non-operating end can transmit the brake commands received from the master locomotive through MVB, WTB and Ethernet to the BCU at the operating end, thus completing the transmission of the locomotive brake commands.

[0051] (4) Priority processing of brake command received by slave locomotive BCU: The slave locomotive control end BCU receives brake command from control end OCE first, then receives command from non-control end OCE. The slave locomotive control end BCU receives brake command from MVB channel first, then receives command from WTB channel, and finally receives command from Ethernet channel.

[0052] The locomotive wireless reconnection brake command redundant transmission control system and control method are as follows in terms of transmission equipment, transmission path and priority setting:

[0053] (1) The BCU of the master locomotive sends brake commands to the OCE of the master locomotive and the OCE of the non-controlling end through three different network paths: MVB, WTB, and Ethernet, thereby realizing the redundant path issuance function of the brake commands inside the master locomotive.

[0054] (2) The OCE devices at the control end and non-control end of the master locomotive transmit the BCU braking command to the respective OCE devices at the control end and non-control end of the slave locomotive through different wireless reconnection network paths, thereby realizing the redundant forwarding function of braking commands between multiple master and slave locomotives.

[0055] (3) The OCE at the control end of the slave locomotive and the OCE at the non-control end will transmit the brake command received from the master locomotive to the BCU at the control end of the slave locomotive through three different network paths: MVB, WTB, and Ethernet, thereby realizing the redundant path receiving function of the brake command inside the slave locomotive.

[0056] (4) When the BCU at the slave locomotive receives the braking command from the OCE, the BCU at the slave locomotive receives the braking command from the OCE first. When the BCU at the slave locomotive fails to receive the command from the OCE, it receives the command from the non-OCE.

[0057] (5) In the network path for receiving brake commands from the BCU at the locomotive control end, the BCU at the control end preferentially receives brake commands from the MVB path. If the command reception via the MVB path fails, the BCU then receives brake commands from the WTB path. If the command reception via the WTB path fails, the BCU finally receives brake commands from the Ethernet path.

[0058] The locomotive wireless reconnection braking command redundant transmission control system has changed the previous single transmission channel situation in which the master locomotive control end BCU sends braking commands to the master locomotive OCE, which is then transmitted to the slave locomotive control end OCE through the wireless reconnection network and finally reaches the slave locomotive control end BCU. Multiple network channels such as MVB, WTB, and Ethernet can be used to send the BCU commands of the master locomotive control end to the master locomotive control end and the non-control end OCE. The two OCE devices transmit them to the slave locomotive control end and the non-control end OCE through their respective wireless reconnection channels, and then use MVB, WTB, Ethernet and multiple different network channels to transmit braking commands to the slave locomotive control end BCU.

[0059] By utilizing the existing network resources and equipment resources on the locomotive, multiple redundant pathways are used to complete the transmission of brake commands between the master locomotive and the slave locomotive, greatly improving the effectiveness of synchronous control of wirelessly coupled heavy-load combination trains and promoting the development of safe operation of domestic heavy-load combination trains.

[0060] Finally, it should be noted that: the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0061] The above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention is described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the specific implementation methods of the present invention can still be modified or some technical features can be replaced by equivalents without departing from the spirit of the technical solution of the present invention, which should be included in the scope of the technical solution for protection of the present invention.

Claims

1. A locomotive wireless reconnection brake command transmission control system, characterized in that: include: Braking control unit (BCU) of the master locomotive, braking unit (BCU) of the slave locomotive, operating control unit (OCE) of the operating end and operating control unit (OCE) of the non-operating end of the master locomotive, and operating control unit (OCE) of the operating end and operating control unit (OCE) of the non-operating end of the slave locomotive; Among them, the OCE of the operating end and the OCE of the non-operating end of the master locomotive are configured to communicate with the OCE of the operating end and the OCE of the non-operating end of the slave locomotive through the wireless reconnection network respectively, wherein the OCE of the operating end of the master locomotive and the OCE of the operating end of the slave locomotive, as well as the OCE of the non-operating end of the master locomotive and the OCE of the non-operating end of the slave locomotive communicate respectively; the OCE of the operating end and the OCE of the non-operating end in the same locomotive are configured to communicate with the BCU of this locomotive through MVB, WTB and Ethernet network respectively.

2. The control system according to claim 1, characterized in that: In the slave locomotive, the BCU is configured such that a braking command received from an OCE at an operating end of the slave locomotive has a higher priority than a braking command received from an OCE at a non-operating end.

3. The control system according to claim 2, characterized in that: In the slave locomotive, the BCU is configured so that the braking command received from the WVB network has a higher priority than the braking command received from the WTB and Ethernet networks.

4. The control system according to claim 1, characterized in that: In the slave locomotive, the BCU is configured so that the braking command received from the WVB network has a higher priority than the braking command received from the WTB and Ethernet networks.

5. The control system according to claim 3 or 4, characterized in that: In the master locomotive, the BCU is configured to: send brake commands to the OCE at the operating end and the OCE at the non-operating end through WVB, WTB and Ethernet network respectively; The OCE at the operating end is configured to: send a braking command to the corresponding OCE at the operating end of the slave locomotive through the infinite reconnection network; The OCE at the non-operating end is configured to send a braking command to the OCE at the non-operating end of the slave locomotive through the infinite reconnection network.

6. The control system according to claim 5, characterized in that: In the slave locomotive, the OCE at the operating end is configured to: receive the braking command through the infinite reconnection network, and send the braking command to the BCU of the slave locomotive through the WVB, WTB and Ethernet network respectively; The OCE at the non-operating end is configured to: receive the braking command through the infinite reconnection network, and send the braking command to the BCU of the slave locomotive through the WVB, WTB and Ethernet network respectively; The BCU is configured to receive brake commands through WVB, WTB and Ethernet networks and perform brake control on the locomotive.

7. The control system according to claim 6, characterized in that: The number of slave locomotives is one or more.

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