Integrated control architecture and device control method based on integrated control architecture

Abstract

The application provides an integrated control architecture and a device control method based on the integrated control architecture. The integrated control architecture comprises a central control unit connected with an HMI, wherein the central control unit integrates control functions of vehicle subsystems, is used for receiving control data issued by the HMI and receiving vehicle operation data, determining control instructions corresponding to the control data according to the control data and the vehicle operation data; and a general IO unit connected with the central control unit and a hardware execution unit respectively, and used for forwarding the control instructions issued by the central control unit to the hardware execution unit and forwarding data of the hardware execution unit to the central control unit. The application can effectively integrate control functions, reduce unnecessary software function authentication work, reduce authentication cost, and improve train debugging efficiency. In addition, the hardware such as the control unit of each subsystem is not needed, thereby reducing the high cost of procurement, repair and maintenance.

Description

Technical Field

[0001] The present invention relates to the field of rail train network control technology, and in particular to an integrated control architecture and a device control method based on the integrated control architecture. Background Art

[0002] Currently, all urban rail vehicles in my country include a Train Control and Management System (TCMS). This system bridges the control units of other subsystems on the train via a communication bus, forming a distributed train control system. Subsystems include traction, braking, door systems, passenger information systems, air conditioning, auxiliary power supply, and fire alarm systems, each equipped with a corresponding subsystem control unit. The TCMS is primarily used to manage the communication bus, receive and process train- and vehicle-level data, and control the coordinated operation of the subsystems.

[0003] However, the control architecture based on TCMS in the prior art requires that the control units of all subsystems be certified one by one during the certification process. If the control function requirements related to a certain subsystem change, the application software of the changed subsystem control unit and the TCMS system application software need to be re-certified, resulting in high certification costs. In addition, during the train debugging process, since the central control unit and each subsystem controller both contain logic control parts, if there is a problem in the debugging test, both parties need to conduct a joint fault query, resulting in low debugging efficiency and requiring a high degree of cooperation from the debugging personnel. The existing control architecture will result in high equipment procurement costs during application. The control functions of the control units of each subsystem are mainly logic processing and calculation functions, which leads to high procurement, inspection and maintenance costs for the hardware of the control unit used for calculation, making it inconvenient for unified management. Summary of the Invention

[0004] The embodiments of the present invention provide an integrated control architecture and a device control method based on the integrated control architecture to solve the problems of high authentication fee, low debugging efficiency and high cost in the existing control architecture.

[0005] In a first aspect, an embodiment of the present invention provides an integrated control architecture, including a human-machine interface (HMI), a central control unit, a general-purpose input / output (IO) unit, and a hardware execution unit;

[0006] The central control unit is connected to the HMI, and the central control unit integrates the control function of the vehicle subsystem, is used to receive the control data issued by the HMI and the vehicle operation data, and determine the control instructions corresponding to the control data based on the control data and the vehicle operation data;

[0007] The general IO unit is connected to the central control unit and the hardware execution unit respectively, and is used to forward the control instructions issued by the central control unit to the hardware execution unit, and collect data from the hardware execution unit and forward it to the central control unit.

[0008] In a possible implementation, when the vehicle subsystem is an air-conditioning control subsystem, the air-conditioning control function and the TCMS control function are integrated into the central control unit; and the hardware execution unit includes: an air-conditioning actuator and an air-conditioning sensor.

[0009] In one possible implementation, the universal IO unit is chassis-type and is configured with boards for collecting data from different vehicle subsystems;

[0010] The general IO unit collects data from the hardware execution unit in a hard-wired form, or forwards the control instructions issued by the central control unit to the hardware execution unit.

[0011] In a possible implementation, the universal IO unit is connected to the central control unit via a real-time Ethernet.

[0012] In a second aspect, an embodiment of the present invention provides a device control method based on an integrated control architecture, applying any of the above embodiments based on the integrated control architecture, the device control method includes:

[0013] Receive control data issued by HMI and receive vehicle operation data;

[0014] determining, based on the control data and the vehicle operation data, a control instruction corresponding to the control data;

[0015] The control instruction is sent to the hardware execution unit corresponding to the vehicle subsystem through the general IO unit, so that the hardware execution unit executes the control instruction to realize the subsystem function.

[0016] In a possible implementation, when the vehicle subsystem is an air conditioning control subsystem, the control data includes an air conditioning setting mode, and the vehicle operation data includes an outside temperature and an interior temperature;

[0017] The determining, based on the control data and the vehicle operation data, a control instruction corresponding to the control data includes:

[0018] Check whether the air conditioning setting mode sent by HMI is the preset mode;

[0019] When the air conditioning setting mode is a preset mode, detecting whether the air conditioning meets the pre-cooling condition or the pre-heating condition according to the outside temperature, the vehicle interior temperature and the air conditioning setting mode issued by the HMI;

[0020] When the air conditioner meets the pre-cooling condition or the pre-heating condition, determining the control instructions corresponding to each actuator when the air conditioner enters the pre-cooling state or the pre-heating state;

[0021] When the air conditioner is in the pre-cooling state or the pre-heating state, it exits the pre-cooling state or the pre-heating state according to the received instruction to exit the pre-cooling state or the pre-heating state, or meets the conditions for exiting the pre-cooling state or the pre-heating state, and enters the state corresponding to the preset mode.

[0022] In a possible implementation, after detecting whether the air conditioning setting mode sent by the HMI is the preset mode, the method further includes:

[0023] When the air conditioning setting mode is not a preset mode, control instructions corresponding to each actuator when the air conditioner enters the air conditioning setting mode are determined.

[0024] In one possible implementation, when the preset mode is the automatic temperature control mode or the manual temperature control mode, when the air conditioner meets the pre-cooling condition or the pre-heating condition, determining the control instructions corresponding to each actuator when the air conditioner enters the pre-cooling state or the pre-heating state includes:

[0025] Determine target temperature;

[0026] When the outside temperature is greater than a first preset temperature and the vehicle interior temperature is greater than the sum of the target temperature and the adjustment temperature, determining control instructions corresponding to each actuator when the air conditioner enters a pre-cooling state;

[0027] When the outside temperature is less than or equal to the second preset temperature, and the temperature inside the vehicle is less than the difference between the target temperature and the adjustment temperature, the control instructions corresponding to each actuator are determined when the air conditioner enters the preheating state; the first preset temperature is greater than the second preset temperature.

[0028] In a possible implementation, when the automatic temperature control mode is the automatic cooling mode, determining the target temperature includes:

[0029] When the ambient temperature is greater than a first threshold, determining the target temperature to be a first temperature value;

[0030] When the ambient temperature is less than or equal to a second threshold, determining the target temperature to be a second temperature value; the first threshold is greater than the second threshold, and the first temperature value is greater than the second temperature value;

[0031] When the ambient temperature is greater than the second threshold and less than or equal to the first threshold, the target temperature is determined according to Tic=22+0.25*(Tout-19); wherein Tic represents the target temperature and Tout represents the ambient temperature;

[0032] When the automatic temperature control mode is the automatic warming mode, determining the target temperature includes:

[0033] When the ambient temperature is greater than or equal to a third threshold value and lasts for a preset time, determining the target temperature to be a third temperature value;

[0034] When the ambient temperature is less than a third threshold value and lasts for a preset time, determining the target temperature to be a fourth temperature value; the third threshold value is less than the second threshold value, the third temperature value is less than the second temperature value, and the fourth temperature value is less than the third temperature value;

[0035] In the manual temperature control mode, determining the target temperature includes:

[0036] Receives the user-set target temperature sent by the HMI.

[0037] In a possible implementation, after sending the control instruction to the hardware execution unit corresponding to the vehicle subsystem through the general IO unit, the method further includes:

[0038] When the air conditioner is in normal working state, an abnormal operating condition is detected in the vehicle cabin, and a corresponding protection instruction is sent to the hardware execution unit through the general IO unit. The abnormal operating condition includes fire inside the vehicle, fire outside the vehicle, emergency ventilation, high temperature unloading protection, low temperature protection or load reduction mode.

[0039] The embodiment of the present invention provides an integrated control architecture and a device control method based on the integrated control architecture. By integrating the control functions of each subsystem of the vehicle into a central control unit, there is no need to set up a control unit for each subsystem, effectively integrating the control functions and facilitating unified management, thereby reducing unnecessary software function certification work, reducing certification costs, and improving train debugging efficiency. In addition, since only one central control unit is set up, hardware such as control units for each subsystem is not required, thereby reducing the high cost of procurement, inspection and maintenance. And by setting up a general IO unit instead of connecting the hardware execution units to the central control unit separately, the number of hardware interfaces between the central control unit and the central control unit can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0041] Figure 1 is a schematic diagram of a control architecture of a control unit based on a vehicle subsystem in the prior art provided by an embodiment of the present invention;

[0042] Figure 2 is a schematic diagram of an integrated control architecture provided by an embodiment of the present invention;

[0043] Figure 3 is a schematic diagram of an integrated control architecture based on air conditioning control functions provided by an embodiment of the present invention;

[0044] Figure 4 This is a flowchart of an implementation of a device control method based on an integrated control architecture provided by an embodiment of the present invention;

[0045] Figure 5 This is a schematic diagram of determining a control instruction corresponding to control data based on control data and vehicle operation data, provided by an embodiment of the present invention;

[0046] Figure 6 2 is a schematic diagram of determining control instructions corresponding to control data when an abnormal operating condition exists in a vehicle compartment according to an embodiment of the present invention;

[0047] Figure 7 Schematic diagram of a central processing unit provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0048] In the following description, specific details such as particular system structures and techniques are provided for purposes of illustration, not limitation, to facilitate a thorough understanding of the embodiments of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.

[0049] In order to make the purpose, technical solutions and advantages of the present invention more clear, specific embodiments will be described below with reference to the accompanying drawings.

[0050] See also Figure 1The current train control architecture is based on the control architecture of the vehicle subsystem control unit, that is, the Central Control Unit (CCU) in the TCMS communicates with the control units of each subsystem to complete the train's traction, braking, air conditioning control, fire alarm and other control functions. Figure 1 In this example, the air conditioning system's control unit is the air conditioning control unit, the traction system's control unit is the traction control unit, the braking system's control unit is the braking unit, the door system's control unit is the door controller, the passenger information system's control unit is the Passenger Information System (PIS) control host, and the fire alarm system's control unit is the fire alarm host. The CCU connects to the air conditioning control unit, traction control unit, braking unit, door controller, PIS control host, and fire alarm host via a real-time Ethernet bus. Each subsystem's control unit possesses computational and logical processing capabilities. They receive instructions from the CCU via real-time Ethernet and then control the controlled components within the system to perform corresponding operations.

[0051] However, if Figure 1 The control architecture shown here will result in excessively high certification costs during implementation. If the application software within the train's control unit requires safety certification and has already completed it, if the control function requirements associated with a subsystem change, the application software of the subsystem control unit and the TCMS system application software will need to be recertified, resulting in high certification costs and increased manufacturing costs. Furthermore, during the train commissioning process, since both the central control unit and each subsystem controller contain logic control components, if problems arise during the commissioning test, both parties will need to conduct a joint fault search, resulting in low commissioning efficiency and requiring high levels of cooperation from the commissioning personnel.

[0052] The existing control architecture results in high equipment procurement costs when applied. The control functions of each subsystem's control unit are primarily logic processing and computational. This leads to high procurement, repair, and maintenance costs for the hardware used in the computational control units, making unified management difficult.

[0053] In order to optimize the existing control architecture, an embodiment of the present invention provides a schematic diagram of an integrated control architecture, such as Figure 2 As shown: the integrated control architecture includes an HMI 21, and in each carriage of the train, it also includes a central control unit 22, a general IO unit 23 and a hardware execution unit 24;

[0054] The central control unit 22 is connected to the HMI 21 and integrates the control function of the vehicle subsystem. It is used to receive the control data issued by the HMI 21 and the vehicle operation data, and determine the control instructions corresponding to the control data based on the control data and the vehicle operation data.

[0055] Here, the central control unit 22 needs to integrate the system-level and component-level logical control functions of the subsystem, and can also support multi-channel control, for example, it can simultaneously support the control threads of multiple air-conditioning units.

[0056] The central control unit 22 may integrate functions such as air conditioning control, door control, fire alarm control, and traction control.

[0057] The general IO unit 23 is connected to the central control unit 22 and the hardware execution unit 24 respectively, and is used to forward the control instructions issued by the central control unit 22 to the hardware execution unit 24, and collect data from the hardware execution unit 24 and forward it to the central control unit 22.

[0058] The provision of the general IO unit 23 can reduce the number of hardware interfaces with the central control unit 22. Here, the general IO unit 23 is only used to forward data and does not perform logical judgment or calculation processing. A general IO unit 23 can be provided for the control function of each subsystem.

[0059] This integrated control architecture integrates the control functions of all vehicle subsystems within a central control unit, eliminating the need for separate control units for each subsystem. This effectively consolidates control functions and facilitates unified management, reducing unnecessary software certification efforts and costs while also improving train commissioning efficiency. Furthermore, since only one central control unit is required, hardware such as control units for each subsystem is unnecessary, reducing procurement, inspection, and maintenance costs.

[0060] See also Figure 3 When the vehicle subsystem is an air conditioning control subsystem, the central control unit 22 integrates both air conditioning control and TCMS control functions. The hardware execution unit includes air conditioning actuators and air conditioning sensors. The air conditioning actuators can include multiple air conditioning actuators, such as a ventilator, compressor, condenser fan, exhaust fan, fresh air valve, return air valve, and exhaust valve. The air conditioning sensors can include fresh air temperature sensors, return air temperature sensors, and pressure sensors.

[0061] The general IO unit 23 can be an air conditioning general IO unit, which adopts a chassis type and is configured with boards for collecting data from different vehicle subsystems, such as a CPU control board, an Ethernet communication board, a digital input board, a digital output board, an analog acquisition board, an analog output board, etc.

[0062] The general IO unit 23 collects data from the hardware execution unit in a hard-wired form, such as corresponding temperature values ​​and pressure values, or forwards control instructions issued by the central control unit to the hardware execution unit.

[0063] Optionally, the general IO unit 23 is connected to the central control unit 22 via real-time Ethernet.

[0064] Optionally, users can set the target temperature and air conditioning operation mode on the HMI. Temperature settings allow you to set the target temperature and are only available in manual temperature control mode. Air conditioning operation modes include automatic temperature control mode, manual temperature control mode, exit pre-cooling mode, exit pre-heating mode, ventilation mode, emergency ventilation mode, and off mode.

[0065] The temperature setting range for manual cooling mode is 22°C to 28°C; the temperature setting range for manual warming mode is 12°C to 18°C. The temperature adjustment button is only used in automatic temperature control mode to adjust the target temperature in small increments, such as +1°C, -1°C, +2°C, or -2°C.

[0066] This integrated control architecture integrates the control functions of various vehicle subsystems within a central control unit. From a network topology perspective, while the number of connected devices remains the same, the distribution of control functions does change, effectively consolidating control functions and facilitating unified management. Functional certification is required as functional requirements change, reducing unnecessary software certification efforts and certification costs while also improving train commissioning efficiency. Furthermore, since only a single central control unit is used, hardware such as control units for each subsystem is unnecessary, reducing procurement, inspection, and maintenance costs.

[0067] Figure 4 The following is a flowchart of an implementation of a device control method based on an integrated control architecture provided by an embodiment of the present invention, which is based on an integrated control architecture and is applied to any of the above embodiments:

[0068] Step 401: Receive control data sent by the HMI and receive vehicle operation data.

[0069] The HMI is connected to the central control unit (CCU). Users can set the target temperature and air conditioning operating mode on the HMI. After receiving the control data set by the user, the HMI sends it to the central control unit (CCU). The CCU receives the control data and vehicle operating data and processes it to control the vehicle subsystems to enter the corresponding normal operating state and control the operation of the corresponding actuators.

[0070] In one embodiment, when the vehicle subsystem is an air conditioning control subsystem, after the CCU receives the control data on the HMI and the vehicle operation data, it can perform the following controls: start and stop control of the ventilator and exhaust fan; start and stop control of the condensing fan; operating frequency control of the compressor; automatic control of the fresh air valve, return air valve, and exhaust valve; four-way valve control, etc.

[0071] The vehicle operation data here may include operating status data of the auxiliary power supply system and parameters such as the external temperature.

[0072] Step 402: Determine the control instruction corresponding to the control data based on the control data and the vehicle operation data.

[0073] In this embodiment, the vehicle subsystem is taken as an air conditioning control subsystem as an example for detailed description.

[0074] The control data includes air conditioning setting modes, such as automatic temperature control mode, manual temperature control mode, exit from pre-cooling mode, exit from pre-heating mode, ventilation mode, emergency ventilation mode, and off mode.

[0075] The vehicle operation data includes the outside temperature and the inside temperature. In this embodiment, the outside air can enter the vehicle through the vehicle's ventilation system, so the outside temperature can also be called the fresh air temperature.

[0076] Optionally, determining a control instruction corresponding to the control data based on the control data and the vehicle operation data may include:

[0077] Check whether the air conditioning setting mode sent by the HMI is the preset mode; the preset mode here can be automatic temperature control mode or manual temperature control mode;

[0078] When the air conditioning setting mode is the preset mode, the air conditioning is checked to see if it meets the pre-cooling or pre-heating conditions based on the outside temperature, the interior temperature, and the air conditioning setting mode issued by the HMI;

[0079] When the air conditioner meets the pre-cooling conditions or preheating conditions, the control instructions corresponding to each actuator are determined when the air conditioner enters the pre-cooling state or preheating state; the pre-cooling state or preheating state refers to the temperature adjustment before the formal temperature control, which allows the passengers in the car to slowly adapt to the temperature changes, prevent stress reactions, and improve user experience.

[0080] When the air conditioner is in the pre-cooling state or the pre-heating state, it exits the pre-cooling state or the pre-heating state according to the instruction received to exit the pre-cooling state or the pre-heating state, or meets the conditions for exiting the pre-cooling state or the pre-heating state, and enters the state corresponding to the preset mode.

[0081] Optionally, when the air conditioner meets the pre-cooling condition or the pre-heating condition, determining the control instructions corresponding to each actuator when the air conditioner enters the pre-cooling state or the pre-heating state includes:

[0082] Determine target temperature;

[0083] When the outside temperature is greater than the first preset temperature and the temperature inside the vehicle is greater than the sum of the target temperature and the adjustment temperature, the control instructions corresponding to each actuator are determined when the air conditioner enters the pre-cooling state;

[0084] When the outside temperature is less than or equal to the second preset temperature, and the interior temperature is less than the difference between the target temperature and the adjusted temperature, the control instructions corresponding to each actuator are determined when the air conditioner enters the preheating state; the first preset temperature is greater than the second preset temperature. For example, the first preset temperature can be set to 25°C and the second preset temperature can be set to 12°C. This is only an example, and the specific values ​​of the first preset temperature and the second preset temperature can be set arbitrarily and are not limited in this embodiment.

[0085] Temperature adjustment here means that in the automatic temperature control mode, the user can make a fine adjustment to the determined target temperature on the HMI. The fine adjustment range is +1℃, -1℃, +2℃, -2℃.

[0086] In one embodiment, firstly based on the control data and the vehicle operation data, it is automatically determined whether to start the automatic cooling mode, the automatic heating mode or the ventilation mode according to the outside temperature.

[0087] See also Figure 5 , when the fresh air temperature is higher than the third preset temperature, automatic cooling needs to be started;

[0088] When the fresh air temperature is lower than the fourth preset temperature, it is necessary to start automatic heating 15℃

[0089] When the fresh air temperature is higher than the fourth preset temperature and lower than the third preset temperature, ventilation needs to be started.

[0090] Here, the third preset temperature may be 19° C., and the fourth preset temperature may be 15° C. This is just an example, and the specific values ​​of the third preset temperature and the fourth preset temperature can be set arbitrarily and are not limited in this embodiment.

[0091] When automatic cooling mode is activated, the system first checks whether the pre-cooling conditions are met: Tout > 25°C and Tin > Tic + 2°C. If these conditions are met, the system enters the pre-cooling state. If the pre-cooling exit command is received from the HMI, or if Tin ≤ Tic or the pre-cooling operation time exceeds the preset time, the system exits the pre-cooling state and enters the normal automatic cooling state.

[0092] Here, Tout represents the outside temperature, also known as the fresh air temperature, Tin represents the temperature inside the vehicle, and Tic represents the target temperature. The preset time can be set as needed, for example, the preset time can be 30 minutes.

[0093] When the automatic heating mode needs to be started, it is first judged based on Tout≤12℃ and Tin<Tih-2℃; when the above preheating conditions are met, it enters the preheating state; when the exit preheating instruction is received on the HMI or when Tin≥Tih or the pre-running time exceeds the preset time, it exits the preheating state and enters the normal automatic heating state.

[0094] In addition, when the ventilation mode needs to be started, the CCU controls the air conditioner to enter the normal ventilation state.

[0095] Optionally, when the CCU receives the manual temperature control mode sent by the HMI, it first determines whether the pre-cooling or pre-heating conditions are met, just like the above-mentioned pre-cooling and pre-heating conditions, and then the CCU controls the air conditioner to enter the pre-cooling or pre-heating state. Then, according to the target temperature received by the CCU, the air conditioner is controlled to enter the manual cooling state or the manual heating state, and the operating frequency of the compressor is adjusted according to the target temperature.

[0096] In one embodiment, when the air conditioning setting mode is not the preset mode, the control instructions corresponding to each actuator when the air conditioner enters the air conditioning setting mode are determined.

[0097] For example, when the CCU receives the ventilation mode from the HMI, the CCU directly enters the ventilation state.

[0098] When the CCU receives the emergency ventilation mode signal from the HMI, the CCU directly enters the emergency ventilation state.

[0099] When the CCU receives the shutdown mode command from the HMI, the CCU directly enters the shutdown state.

[0100] See also Figure 5 When the air conditioner is in pre-cooling or preheating state, the operation of the actuator is as follows: the supply fan runs, the exhaust fan runs, the condensing fan runs after 5 seconds, the compressor runs at full frequency for 10 seconds, the return air valve opens, the fresh air valve is fully closed, the exhaust valve is fully closed, and the bypass air valve works during heating.

[0101] When the air conditioner is in automatic cooling / heating mode, the actuator operates as follows: the supply fan is running, the exhaust fan is running, the condensing fan is running, the compressor automatically adjusts the frequency according to the target temperature calculated by the CCU, the return air valve is open, the fresh air valve is adjusted according to the vehicle load rate signal, the exhaust valve is adjusted according to the vehicle load rate signal, and the bypass air valve works during heating.

[0102] When the air conditioner is in manual cooling / heating mode, the actuators operate as follows: the supply fan runs, the exhaust fan runs, the condensing fan runs, the compressor automatically adjusts its frequency based on the target temperature set by the HMI, the return air valve opens, the fresh air valve adjusts based on the vehicle load factor signal, the exhaust valve adjusts based on the vehicle load factor signal, and the bypass air valve operates during heating.

[0103] When the air conditioner is in ventilation state, the operation of the actuator is as follows: the supply fan is running, the exhaust fan is running, the return air valve is open, the fresh air valve is fully closed, the exhaust valve is fully closed, the compressor is stopped, and the condensing fan is stopped.

[0104] When the air conditioner is in emergency ventilation state, the operation of the actuator is as follows: the supply fan is running, the exhaust fan is running, the return air valve is closed, the fresh air valve is fully closed, the exhaust valve is fully closed, the compressor is stopped, and the condensing fan is stopped.

[0105] When the air conditioner is in the off state, the operation of the actuator is as follows: the supply fan stops, the exhaust fan stops, the return air valve is closed, the fresh air valve is fully closed, the exhaust valve is fully closed, the compressor stops, and the condensing fan stops.

[0106] In one embodiment, in automatic temperature control mode, the target temperature is determined by the CCU according to the outside temperature, for example, by calculating the target temperature according to the temperature curve of UIC 553. In manual temperature control mode, the target temperature is set by the user on the HMI.

[0107] Optionally, when the automatic temperature control mode is the automatic cooling mode, determining the target temperature includes:

[0108] When the ambient temperature is greater than a first threshold, determining the target temperature to be a first temperature value;

[0109] When the outside temperature is less than or equal to the second threshold, the target temperature is determined to be the second temperature value; the first threshold is greater than the second threshold, and the first temperature value is greater than the second temperature value;

[0110] When the external temperature is greater than the second threshold and less than or equal to the first threshold, the target temperature is determined according to Tic=22+0.25*(Tout-19); wherein Tic represents the target temperature and Tout represents the external temperature.

[0111] Here, the first threshold value may be 39° C., and the second threshold value may be 19° C. The first threshold value and the second threshold value may be set according to actual needs. This embodiment is only an example and is not intended to limit the present invention.

[0112] Similarly, the first temperature value may be 27° C. and the second temperature value may be 22° C. The first temperature value and the second temperature value may be set according to actual needs. This embodiment is only an example and is not intended to limit the present invention.

[0113] Optionally, when the automatic temperature control mode is the automatic warming mode, determining the target temperature includes:

[0114] When the ambient temperature is greater than or equal to a third threshold value and lasts for a preset time, determining the target temperature to be a third temperature value;

[0115] When the outside temperature is less than the third threshold value and lasts for a preset time, the target temperature is determined to be the fourth temperature value; the third threshold value is less than the second threshold value, the third temperature value is less than the second temperature value, and the fourth temperature value is less than the third temperature value;

[0116] Here, the third threshold value may be -5°C, and the preset time may be one minute. The third threshold value and the preset time may also be set according to actual needs and are not limited here. The third temperature value may be 18°C, and the fourth temperature value may be 13°C.

[0117] Optionally, in manual temperature control mode, determine the target temperature, including:

[0118] Receives the user-set target temperature sent by the HMI.

[0119] It should be noted that during manual cooling, the target temperature of the entire train or a single carriage can be manually set through the HMI, with the setting range being 22°C to 28°C.

[0120] During manual heating, the target temperature of the entire train or a single carriage is manually set through the driver's console HMI screen, and the setting range is 12℃ to 18℃.

[0121] Step 403: Send the control instruction to the hardware execution unit corresponding to the vehicle subsystem through the general IO unit, so that the hardware execution unit executes the control instruction to realize the subsystem function.

[0122] In one embodiment, after sending the control instruction to the hardware execution unit corresponding to the vehicle subsystem via the general IO unit, the method further includes:

[0123] When the air conditioner is in normal working state, for example, when the air conditioner is in cooling state, heating state, and ventilation state, an abnormal operating condition is detected in the vehicle cabin, and a corresponding protection instruction is sent to the hardware execution unit through the general IO unit. The abnormal operating conditions include fire inside the vehicle, fire outside the vehicle, emergency ventilation, high temperature unloading protection, low temperature protection, or load reduction mode.

[0124] Below we detail the corresponding protection instructions according to abnormal working conditions.

[0125] See also Figure 6 , CCU judges to enter the following mode based on the train operation data:

[0126] First, fire inside the car.

[0127] When the CCU receives a high-level "in-car fire" signal from the general IO unit, it indicates that a fire has occurred in the car and enters the in-car fire mode. At this time, the air conditioner is immediately turned off.

[0128] When the CCU receives the "in-car fire" signal fed back by the general IO unit at a low level, it indicates that the fire in the car has been eliminated. At this time, the in-car fire mode is exited and the air conditioner is automatically controlled by the TCMS signal. Figure 5 Automatic control process.

[0129] Second, fire outside the vehicle.

[0130] When the CCU receives a high-level "outside fire" signal from the general IO unit or receives an outside fire signal from the HMI, it enters the outside fire mode and controls the exhaust fan to shut down immediately.

[0131] When the CCU receives the "fire outside the vehicle" signal from the general IO unit as a low level, it exits the fire outside the vehicle mode and controls all exhaust fans to open.

[0132] Third, emergency ventilation.

[0133] If the CCU detects a grid power outage or a complete power failure in all auxiliary inverters on the train, it enters emergency ventilation mode. The CCU closes the return air dampers and opens the fresh air dampers and exhaust air dampers. The emergency inverter activates emergency power, and the supply and exhaust fans, powered by the inverter, operate normally.

[0134] When the CCU detects that the grid voltage has recovered, or that some or all of the auxiliary inverter faults have been eliminated, it exits the emergency ventilation mode and the air conditioner returns to the control mode before entering the emergency ventilation mode.

[0135] Fourth, high temperature unloading function;

[0136] When Tout>52℃ for 10 seconds, the compressor and condensing fan are controlled to stop working, and only the supply fan and exhaust fan are running.

[0137] When Tout>48℃ for 1 minute, the CCU will reduce the compressor operating frequency to ensure that the maximum operating frequency of the compressor does not exceed 40Hz;

[0138] When Tout≤47℃ for 1 minute, the system will exit the high temperature unloading state and return to the normal cooling operation state;

[0139] It should be noted that the temperature thresholds here can be set according to actual needs, and the above 52°C, 48°C and 47°C are only examples.

[0140] Fifth, low temperature protection function.

[0141] When Tout is less than -7℃ (temperature value is adjustable) and lasts for 10s, the compressor and condensing fan will stop working, and only the supply fan and exhaust fan will run. At the same time, the compressor will be prohibited from restarting.

[0142] When Tout≥-5℃ (temperature value can be adjusted), the prohibition is lifted and the compressor starts running again.

[0143] Sixth, load reduction mode.

[0144] When the CCU detects that the number of auxiliary inverter failures has reached half of the total, it controls the operating frequency of all compressors in the vehicle's air conditioning units, limiting the maximum operating frequency to no more than 35 Hz. Note that this maximum compressor operating frequency limit is adjustable and can be set based on actual needs.

[0145] When the CCU detects that the number of auxiliary inverter failures exceeds half of the total, it controls all compressors of the vehicle's air-conditioning unit to stop running, leaving only the ventilator running, and the air conditioner enters normal ventilation mode.

[0146] When the CCU detects that all auxiliary inverters have failed, the emergency ventilation conditions described above are met and all air conditioning units enter emergency ventilation mode.

[0147] When TCMS cancels the load reduction signal, the operation of any two compressors in the same unit will be automatically controlled according to the changes in indoor temperature.

[0148] In one embodiment, the return air valve, fresh air valve and exhaust air valve of the air conditioner can be automatically adjusted. Figure 7 The figure below shows the control method for the fresh air valve and exhaust valve based on the vehicle's passenger capacity. The following describes the adjustment of the fresh air valve opening. When the full load factor is greater than 0%, the fresh air valve opening can be adjusted from zero to a first opening. When the full load factor is greater than or equal to a first preset full load factor, the fresh air valve opening can be adjusted from the first opening to a second opening. When the full load factor is greater than or equal to a second preset full load factor, the fresh air valve opening can be adjusted from the second opening to a third opening.

[0149] When the full load rate is less than the third preset full load rate, the opening of the fresh air valve can be adjusted from the third opening to the second opening. When the full load rate is less than the fourth preset full load rate, the opening of the fresh air valve can be adjusted from the second opening to the first opening. When the full load rate is equal to 0%, the opening of the fresh air valve can be zero opening.

[0150] The first opening is smaller than the second opening, the second opening is smaller than the third opening, the first opening may be 1 / 3 opening, the second opening may be 2 / 3 opening, and the third opening may be fully open.

[0151] The first preset full load rate can be 22%, the second preset full load rate can be 43%, the third preset full load rate can be 36%, and the fourth preset full load rate can be 15%. It should be noted that the above opening degrees and preset full load rates can be set according to actual needs, and the above is only an exemplary description.

[0152] It should be noted that when the full load rate signal fails, the fresh air valve, return air valve and exhaust valve are all fully open.

[0153] It should be noted that other components inside the air conditioner, such as the electronic expansion valve, are controlled by an independent controller and the compressor frequency control is implemented by an independent inverter unit, and are not integrated controlled by the CCU.

[0154] The embodiment of the present invention uses a device control method based on an integrated control architecture. By receiving control data issued by the HMI and received vehicle operation data, it determines the control instructions corresponding to the control data and sends them to the hardware execution unit of the corresponding subsystem so that the hardware execution unit executes the control instructions and realizes the subsystem function. The central control unit completes the system-level and component-level control of the subsystem, which simplifies the control method and makes the control method centralized, facilitating unified management. It can reduce unnecessary software function certification work, reduce certification costs, and improve train debugging efficiency. In addition, since only one central control unit is provided, the control unit corresponding to the subsystem is replaced with a general-purpose IO unit without computing and judgment functions. Therefore, hardware such as the control unit of each subsystem is not required, thereby reducing procurement, inspection and maintenance costs. During the train debugging process, the integrated architecture requires less cooperation from external subsystem suppliers because the CCU integrates the logical control functions of the subsystem, requiring only the cooperation of the CCU's software and hardware developers.

[0155] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0156] An embodiment of the present invention further provides a vehicle, wherein the vehicle includes the integrated control architecture provided in the above embodiment, wherein the integrated control architecture includes Figure 7 Schematic diagram of the central processing unit provided by the embodiment of the present invention. Figure 7 As shown, the central processing unit 7 of this embodiment includes: a processor 70, a memory 71, and a computer program 72 stored in the memory 71 and executable on the processor 70. When the processor 70 executes the computer program 72, the steps in the above-mentioned device control method embodiments based on the integrated control architecture are implemented, such as Figure 4 Alternatively, when the processor 70 executes the computer program 72, the functions of the modules / units in the above-mentioned device embodiments are realized, for example, Figure 1 Function of the modules / units shown.

[0157] Exemplarily, the computer program 72 may be divided into one or more modules / units, which are stored in the memory 71 and executed by the processor 70 to implement the present invention. The one or more modules / units may be a series of computer program instruction segments capable of implementing specific functions, which are used to describe the execution process of the computer program 72 in the central processor 7. For example, the computer program 72 may be divided into Figure 1 Modules / units shown.

[0158] The central processing unit 7 may include, but is not limited to, a processor 70 and a memory 71. Those skilled in the art will understand that Figure 7 It is only an example of the central processing unit 7 and does not constitute a limitation of the central processing unit 7. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the central processing unit may also include input and output devices, network access devices, buses, etc.

[0159] The processor 70 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0160] The memory 71 may be an internal storage unit of the CPU 7, such as a hard disk or memory of the CPU 7. The memory 71 may also be an external storage device of the CPU 7, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc. equipped on the CPU 7. Furthermore, the memory 71 may include both an internal storage unit of the CPU 7 and an external storage device. The memory 71 is used to store the computer program and other programs and data required by the CPU. The memory 71 may also be used to temporarily store data that has been output or is about to be output.

[0161] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0162] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0163] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0164] In the embodiments provided by the present invention, it should be understood that the disclosed devices / CPUs and methods can be implemented in other ways. For example, the device / CPU embodiments described above are merely illustrative. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, and can be electrical, mechanical or other forms.

[0165] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0166] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0167] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, it can implement the steps of the above-mentioned device control method embodiments based on the integrated control architecture. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device that can carry the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal and software distribution medium, etc.

[0168] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. An integrated control architecture, including an HMI, characterized in that: Also includes: Central control unit, general IO unit and hardware execution unit; The central control unit is connected to the HMI, and the central control unit integrates the control function of the vehicle subsystem, is used to receive the control data issued by the HMI and the vehicle operation data, and determine the control instructions corresponding to the control data based on the control data and the vehicle operation data; The general IO unit is connected to the central control unit and the hardware execution unit respectively, and is used to forward the control instructions issued by the central control unit to the hardware execution unit, and collect data from the hardware execution unit and forward it to the central control unit; When the vehicle subsystem is an air conditioning control subsystem, the air conditioning control function and the TCMS control function are integrated into the central control unit; The hardware execution unit includes: an air conditioning actuator and an air conditioning sensor; The control data includes an air conditioning setting mode, and the vehicle operation data includes an outside temperature and an interior temperature; The determining, based on the control data and the vehicle operation data, a control instruction corresponding to the control data includes: Check whether the air conditioning setting mode sent by HMI is the preset mode; When the air conditioning setting mode is a preset mode, detecting whether the air conditioning meets the pre-cooling condition or the pre-heating condition according to the outside temperature, the vehicle interior temperature and the air conditioning setting mode issued by the HMI; When the air conditioner meets the pre-cooling condition or the pre-heating condition, determining the control instructions corresponding to each actuator when the air conditioner enters the pre-cooling state or the pre-heating state; When the air conditioner is in the pre-cooling state or the pre-heating state, according to the received instruction to exit the pre-cooling state or the pre-heating state, or the condition for exiting the pre-cooling state or the pre-heating state is met, the air conditioner exits the pre-cooling state or the pre-heating state and enters the state corresponding to the preset mode; When the preset mode is the automatic temperature control mode or the manual temperature control mode, when the air conditioner meets the pre-cooling condition or the pre-heating condition, determining the control instructions corresponding to each actuator when the air conditioner enters the pre-cooling state or the pre-heating state includes: Determine target temperature; When the outside temperature is greater than a first preset temperature and the vehicle interior temperature is greater than the sum of the target temperature and the adjustment temperature, determining control instructions corresponding to each actuator when the air conditioner enters a pre-cooling state; When the outside temperature is less than or equal to a second preset temperature, and the vehicle interior temperature is less than the difference between the target temperature and the adjustment temperature, determining control instructions corresponding to each actuator when the air conditioner enters a preheating state; and the first preset temperature is greater than the second preset temperature; When the automatic temperature control mode is the automatic cooling mode, determining the target temperature includes: When the ambient temperature is greater than a first threshold, determining the target temperature to be a first temperature value; When the ambient temperature is less than or equal to a second threshold, determining the target temperature to be a second temperature value; the first threshold is greater than the second threshold, and the first temperature value is greater than the second temperature value; When the ambient temperature is greater than the second threshold and less than or equal to the first threshold, Determine the target temperature; where, Indicates the target temperature, represents the outside temperature; When the automatic temperature control mode is the automatic warming mode, determining the target temperature includes: When the ambient temperature is greater than or equal to a third threshold value and lasts for a preset time, determining the target temperature to be a third temperature value; When the external temperature is less than a third threshold and lasts for a preset time, the target temperature is determined to be a fourth temperature value; the third threshold is less than the second threshold, the third temperature value is less than the second temperature value, and the fourth temperature value is less than the third temperature value.

2. The integrated control architecture according to claim 1, characterized in that: The universal IO unit adopts a chassis type and is equipped with boards for collecting data from different vehicle subsystems; The general IO unit collects data from the hardware execution unit in a hard-wired form, or forwards the control instructions issued by the central control unit to the hardware execution unit.

3. The integrated control architecture according to claim 1, characterized in that: The universal IO unit is connected to the central control unit via real-time Ethernet.

4. A device control method based on an integrated control architecture, characterized in that: Applying the integrated control architecture described in any one of claims 1 to 3, the device control method includes: Receive control data issued by HMI and receive vehicle operation data; determining, based on the control data and the vehicle operation data, a control instruction corresponding to the control data; Sending the control instruction to the hardware execution unit corresponding to the vehicle subsystem through the general IO unit, so that the hardware execution unit executes the control instruction to realize the subsystem function; When the vehicle subsystem is an air conditioning control subsystem, the control data includes an air conditioning setting mode, and the vehicle operation data includes an outside temperature and an interior temperature; The determining, based on the control data and the vehicle operation data, a control instruction corresponding to the control data includes: Check whether the air conditioning setting mode sent by HMI is the preset mode; When the air conditioning setting mode is a preset mode, detecting whether the air conditioning meets the pre-cooling condition or the pre-heating condition according to the outside temperature, the vehicle interior temperature and the air conditioning setting mode issued by the HMI; When the air conditioner meets the pre-cooling condition or the pre-heating condition, determining the control instructions corresponding to each actuator when the air conditioner enters the pre-cooling state or the pre-heating state; When the air conditioner is in the pre-cooling state or the pre-heating state, according to the received instruction to exit the pre-cooling state or the pre-heating state, or the condition for exiting the pre-cooling state or the pre-heating state is met, the air conditioner exits the pre-cooling state or the pre-heating state and enters the state corresponding to the preset mode; When the preset mode is the automatic temperature control mode or the manual temperature control mode, when the air conditioner meets the pre-cooling condition or the pre-heating condition, determining the control instructions corresponding to each actuator when the air conditioner enters the pre-cooling state or the pre-heating state includes: Determine target temperature; When the outside temperature is greater than a first preset temperature and the vehicle interior temperature is greater than the sum of the target temperature and the adjustment temperature, determining control instructions corresponding to each actuator when the air conditioner enters a pre-cooling state; When the outside temperature is less than or equal to a second preset temperature, and the vehicle interior temperature is less than the difference between the target temperature and the adjustment temperature, determining control instructions corresponding to each actuator when the air conditioner enters a preheating state; and the first preset temperature is greater than the second preset temperature; When the automatic temperature control mode is the automatic cooling mode, determining the target temperature includes: When the ambient temperature is greater than a first threshold, determining the target temperature to be a first temperature value; When the ambient temperature is less than or equal to a second threshold, determining the target temperature to be a second temperature value; the first threshold is greater than the second threshold, and the first temperature value is greater than the second temperature value; When the ambient temperature is greater than the second threshold and less than or equal to the first threshold, Determine the target temperature; where, Indicates the target temperature, represents the outside temperature; When the automatic temperature control mode is the automatic warming mode, determining the target temperature includes: When the ambient temperature is greater than or equal to a third threshold value and lasts for a preset time, determining the target temperature to be a third temperature value; When the external temperature is less than a third threshold and lasts for a preset time, the target temperature is determined to be a fourth temperature value; the third threshold is less than the second threshold, the third temperature value is less than the second temperature value, and the fourth temperature value is less than the third temperature value.

5. The device control method based on the integrated control architecture according to claim 4, characterized in that: After detecting whether the air conditioning setting mode sent by the HMI is the preset mode, the method further includes: When the air conditioning setting mode is not a preset mode, control instructions corresponding to each actuator when the air conditioner enters the air conditioning setting mode are determined.

6. The device control method based on the integrated control architecture according to claim 4, characterized in that: In the manual temperature control mode, determining the target temperature includes: Receives the user-set target temperature sent by the HMI.

7. The device control method based on the integrated control architecture according to claim 4, characterized in that: After sending the control instruction to the hardware execution unit corresponding to the vehicle subsystem through the general IO unit, the method further includes: When the air conditioner is in normal working state, an abnormal operating condition is detected in the vehicle cabin, and a corresponding protection instruction is sent to the hardware execution unit through the general IO unit. The abnormal operating condition includes fire inside the vehicle, fire outside the vehicle, emergency ventilation, high temperature unloading protection, low temperature protection or load reduction mode.

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