Human-machine interaction unit and network control system applied to oil-to-electric railway vehicle

Abstract

The application discloses a man-machine interaction unit and network control system applied to oil-to-electricity railway vehicles, wherein a gear controller of a diesel locomotive is adopted as a driver controller, an electric traction system is adopted as a traction system, and the man-machine interaction unit and the network control system comprise a central control unit, a communication unit and a man-machine interaction unit; the central control unit is used for collecting gear signals of the gear controller and obtaining control signals of the electric traction system by using a speed control strategy to control the electric traction system; and the man-machine interaction unit acquires signals sent by the central control unit through the communication unit and displays and counts the signals. The man-machine interaction unit and the network control system applied to the oil-to-electricity railway vehicles can realize control of the oil-to-electricity railway vehicles without changing the whole vehicle control habit, can continue the driving and riding habits of the diesel locomotive, can be compatible with the performance advantages of the electric vehicle, and can make the driving and riding personnel of different platforms smoothly transit, can be more quickly used and can be more conveniently used.

Description

Technical Field

[0001] This invention relates to the field of rail locomotive technology, and in particular to a human-machine interaction unit and network control system for electric rail vehicles converted from gasoline to electric. Background Technology

[0002] Diesel locomotives, products of the 1980s in the rail transit industry, are now discontinued. Most manufacturers of spare diesel engine parts have switched to other products, making it difficult to procure standard spare parts. Poor combustion in these locomotives leads to severe emissions pollution, becoming a major concern for urban steel mills, ports, and mines. Although most locomotives have been in service for over twenty years, their bodies, bogies, and other components are still in good condition and have usable value. Therefore, the domestic market largely focuses on technological upgrades, making full use of the usable parts of existing locomotives and modifying their power systems to meet energy conservation and environmental protection requirements.

[0003] Energy conservation and emission reduction are essential requirements for a company's sustainable development. Oil-to-electric locomotives are suitable for the same operating environments as diesel locomotives and can replace most of the existing diesel locomotives in industrial and mining enterprises. Using an energy storage system as the vehicle's power source, they are compatible with the performance characteristics of electric vehicles without changing the original diesel locomotive's operating methods. They can function as traction trains and shunting locomotives in shunting operations, featuring simple equipment structure and convenient maintenance, greatly reducing the labor intensity of maintenance personnel. Compared with diesel locomotives of the same tonnage, oil-to-electric locomotives eliminate the drawbacks of idle energy consumption and can be stopped and ready for operation when not in use.

[0004] The current human-machine interface unit and network control system of rail vehicles in China are based on the technical solution of electric vehicles. This solution is based on the fact that rail vehicles receive power directly from the power contact network and have no energy storage devices on board. This is different from the power source of oil-to-electric vehicles. Furthermore, the overall vehicle control habits are quite different from those of diesel locomotives. The information in the human-machine interface is relatively basic, the interactive experience is very low, and the display method is also different from that of energy storage rail vehicles.

[0005] Against this backdrop, the emerging domestic rail transit vehicles of this type have a huge market, and a human-machine interaction solution and network control system suitable for oil-to-electric rail vehicles without changing the overall vehicle control habits are particularly important. Summary of the Invention

[0006] This invention proposes a human-machine interaction unit and network control system for use in converted electric rail vehicles, which solves the problem that existing human-machine interaction units and network control systems cannot be used in converted electric rail vehicles without changing the overall vehicle control habits.

[0007] The technical means employed in this invention are as follows:

[0008] A human-machine interface unit and network control system for conversion from diesel to electric rail vehicles are disclosed. The driver controller of the converted rail vehicle adopts the gear position controller of a diesel locomotive, and the traction system adopts the electric traction system of an electric locomotive. The system includes a central control unit, a communication unit, and a human-machine interface unit. The central control unit is used to collect gear position signals from the gear position controller and, based on the gear position signals, uses a speed control strategy to obtain control signals for the electric traction system to control it. The communication unit is used for signal transmission between the central control unit and the human-machine interface unit. The human-machine interface unit is used to acquire signals sent by the central control unit and to display and statistically analyze these signals.

[0009] Furthermore, the speed control strategy is as follows: when the acquired gear signal is "0", the control signal of the electric traction system is: the electric traction system decelerates and brakes at a set speed of 0 km / h and a deceleration braking time of less than 10 seconds.

[0010] When the acquired gear signal is "1", the control signal of the electric traction system is: the electric traction system performs free stopping and driving in a mode of free coasting at a set speed of 0km / h, without applying traction force.

[0011] When the acquired gear signal is "down", the control signal of the electric traction system is: the electric traction system decelerates by reducing speed by 1 km / h every 500 ms according to the current set speed.

[0012] When the acquired gear signal is in the "hold" position, the control signal of the electric traction system is: the electric traction system maintains the speed in the speed-maintaining mode to maintain the current set speed.

[0013] When the acquired gear signal is "up", the control signal of the electric traction system is: the electric traction system accelerates at a speed of 1 km / h every 500 ms according to the current set speed.

[0014] Furthermore, the central control unit is also used to collect current vehicle speed information, obtain a gear shifting signal based on the gear signal and the current vehicle speed V using a gear shifting judgment strategy, and obtain a control signal for the electric traction system based on the gear shifting signal using a speed following control strategy to control the electric traction system.

[0015] The gear shifting judgment strategy is as follows: when the gear signal is in position "0" or "1" and the current vehicle speed V is not 0, when the gear signal is switched from position "0" or "1" to "down", the current gear shifting signal is the first gear shifting signal;

[0016] When the gear signal is in position "0" or "1" and the current vehicle speed V is not 0, when the gear signal switches from position "0" or "1" to position "hold", the current gear switching signal is the second gear switching signal;

[0017] When the gear signal is in position "0" or "1" and the current vehicle speed V is not 0, when the gear signal changes from position "0" or "1" to "up", the current gear signal is the third gear signal.

[0018] The speed following control strategy is as follows: When the gear shift signal is the first gear shift signal, the control signal of the electric traction system is: the electric traction system decelerates according to the deceleration mode of reducing the current vehicle speed V by 1 km / h every 500 ms.

[0019] When the gear shift signal is the second gear shift signal, the control signal of the electric traction system is: the electric traction system maintains the current vehicle speed V in a speed-maintaining mode.

[0020] When the gear shift signal is the third gear shift signal, the control signal of the electric traction system is: the electric traction system accelerates by increasing the speed by 1 km / h every 500 ms according to the current vehicle speed (V-1).

[0021] Furthermore, the power source of the oil-to-electric rail vehicle is an energy storage system, and the central control unit is also used to collect the remaining power percentage (SOC) signal of the energy storage system and calculate the estimated driving range of the vehicle based on the remaining power percentage (SOC) signal of the energy storage system.

[0022] The specific algorithm for calculating the estimated driving range of the vehicle based on the remaining power percentage (SOC) signal of the energy storage system is as follows:

[0023] When the vehicle is in traction, the energy storage output current is positive and the energy storage output current is greater than 1A: Estimated driving range of the vehicle = (SOC * energy storage system capacity / (energy storage output current * voltage)) * vehicle speed;

[0024] When the vehicle is in electric braking mode, the energy storage output current is negative: the estimated driving range of the vehicle is the estimated kilometer value at the previous traction moment when the electric braking occurs.

[0025] When the vehicle is coasting: Estimated driving range = (SOC * energy storage system capacity / (sum of rated power of all vehicle systems)) * vehicle speed;

[0026] The central control unit sends the remaining power percentage (SOC) of the energy storage system and the estimated driving range of the vehicle to the human-machine interaction unit through the communication unit;

[0027] The human-computer interaction unit obtains and displays the remaining power percentage (SOC) of the energy storage system and the estimated driving range of the vehicle.

[0028] Furthermore, the central control unit is also used to collect relay status signals from various parts of the locomotive and send the relay status signals to the human-machine interaction unit through the communication unit;

[0029] The human-computer interaction unit acquires and displays the relay status signal.

[0030] Furthermore, the central control unit is also used to collect the discharge current, discharge voltage, and discharge time of the energy storage system, and calculate the energy consumption using the following formula:

[0031] Energy consumption = Discharge current of energy storage system * Discharge voltage of energy storage system * Discharge time of energy storage system;

[0032] The central control unit is also used to collect the cumulative energy consumption of the traction system, the cumulative energy consumption of the auxiliary system, and the cumulative energy consumption of the charger, and calculates the power loss using the following formula:

[0033] Power loss = Power consumption - Cumulative energy consumption of traction system - Cumulative energy consumption of auxiliary system - Cumulative energy consumption of charger;

[0034] The central control unit is also used to calculate the loss ratio using the following formula:

[0035] Loss percentage = Power lost / Power consumed;

[0036] The central control unit sends the calculated energy consumption information, power loss information, and loss ratio to the human-computer interaction unit through the communication unit;

[0037] The human-computer interaction unit acquires and displays the energy consumption information, power loss information, and power loss percentage.

[0038] Furthermore, the central control unit is used to collect the cumulative energy consumption of the charger, the cumulative energy consumption of the traction system, and the cumulative energy consumption of the auxiliary system, and calculates the energy consumption ratio of the charger system, the energy consumption ratio of the traction system, and the energy consumption ratio of the auxiliary system according to the following formulas:

[0039] Charger system energy consumption ratio = Charger cumulative energy consumption / (Charger cumulative energy consumption + Traction system cumulative energy consumption + Auxiliary system cumulative energy consumption);

[0040] Traction system energy consumption ratio = cumulative traction system energy consumption / (cumulative charger energy consumption + cumulative traction system energy consumption + cumulative auxiliary system energy consumption);

[0041] Auxiliary system energy consumption ratio = Auxiliary system cumulative energy consumption / (charger cumulative energy consumption + traction system cumulative energy consumption + auxiliary system cumulative energy consumption);

[0042] The central control unit sends the cumulative energy consumption of the charger, the cumulative energy consumption of the traction system, the cumulative energy consumption of the auxiliary system, the energy consumption ratio of the charger system, the energy consumption ratio of the traction system, and the energy consumption ratio of the auxiliary system to the human-machine interaction unit through the communication unit;

[0043] The human-computer interaction unit acquires and displays the cumulative energy consumption of the charger, the cumulative energy consumption of the traction system, the cumulative energy consumption of the auxiliary system, the energy consumption ratio of the charger system, the energy consumption ratio of the traction system, and the energy consumption ratio of the auxiliary system.

[0044] Furthermore, the central control unit is used to acquire the cumulative charging energy and regenerative braking energy, and calculate the proportion of regenerative braking energy and the proportion of cumulative charging energy according to the following formulas:

[0045] Regenerative braking energy percentage = Regenerative braking energy / (Regenerative braking energy + Cumulative charging energy);

[0046] Cumulative charging energy percentage = Cumulative charging energy / (Regenerative braking energy + Cumulative charging energy);

[0047] The central control unit transmits the cumulative charging energy, regenerative braking energy, regenerative braking energy percentage, and cumulative charging energy percentage to the human-machine interaction unit via the communication unit.

[0048] The human-computer interaction unit acquires and displays the cumulative charging energy, regenerative braking energy, regenerative braking energy percentage, and cumulative charging energy percentage.

[0049] Furthermore, the central control unit is used to collect the load information of each vehicle on the locomotive and the traction force of each axle of the traction system, and send the vehicle load information and the traction force of each axle of the traction system to the human-machine interaction unit through the communication unit.

[0050] The human-machine interaction unit acquires and displays the load information of each vehicle on the locomotive and the traction force of each axle of the traction system.

[0051] Furthermore, the communication unit includes a wired communication interface module and a wireless communication interface module;

[0052] The wired communication interface module includes at least one of the following: 485 bus communication interface, Ethernet communication interface, MVB communication interface, CAN communication interface, and 232 communication interface.

[0053] The wireless communication interface module includes a 5G communication module and an ultra-shortwave communication module.

[0054] Compared with existing technologies, the human-machine interface unit and network control system disclosed in this invention for use in diesel-to-electric rail vehicles have the following advantages: Since the central control unit can collect the gear position signal from the gear position controller and obtain the control signal of the electric traction system based on the speed control strategy according to the gear position signal, it can control the diesel-to-electric rail vehicle without changing the overall vehicle control habits, allowing it to continue the driver and passenger habits and driving habits of internal combustion locomotives, while being compatible with the performance advantages of electric vehicles. This allows drivers and passengers from different platforms to transition smoothly, and makes it easier for drivers and passengers to get started and use the vehicle. Attached Figure Description

[0055] Figure 1 This is a system topology diagram of the human-machine interaction unit and network control system for electric-to-gasoline rail vehicles disclosed in this invention;

[0056] Figure 2 This is a schematic diagram of the main interface layout of the human-computer interaction unit disclosed in this invention;

[0057] Figure 3 This is a detailed schematic diagram of an embodiment of the main interface of the human-computer interaction unit disclosed in this invention;

[0058] Figure 4 This is a schematic diagram of the traction disk portion in the main interface of the human-computer interaction unit disclosed in this invention;

[0059] Figure 5 This is a schematic diagram of the human-computer interaction buttons and the network topology linkage in the main interface of the human-computer interaction unit disclosed in this invention;

[0060] Figure 6 This is a schematic diagram of the SOC and kilometer prediction display portion of the human-computer interaction unit interface disclosed in this invention;

[0061] Figure 7 This is a schematic diagram of the charging and discharging interface portion of the human-computer interaction unit disclosed in this invention.

[0062] Figure 8 This is a schematic diagram of the energy consumption interface portion of the human-computer interaction unit disclosed in this invention.

[0063] Figure 9 This is a schematic diagram of the secondary permission interface portion of the human-computer interaction unit disclosed in this invention;

[0064] Figure 10 This is a schematic diagram of the folder and screenshot thumbnail portion in the interface of the human-computer interaction unit disclosed in this invention;

[0065] Figure 11This is a schematic diagram of the electronic log portion of the human-computer interaction unit interface disclosed in this invention. Detailed Implementation

[0066] like Figure 1 The figure shows the human-machine interaction unit and network control system disclosed in this invention for use in oil-to-electric rail vehicles. The driver controller of the oil-to-electric rail vehicle adopts the gear driver controller of a diesel locomotive, and the traction system adopts the electric traction system of an electric locomotive. It includes a central control unit, a communication unit and a human-machine interaction unit.

[0067] The central control unit is used to collect the gear position signal of the gear position controller, and obtain the control signal of the electric traction system by adopting a speed control strategy based on the gear position signal to control the electric traction system.

[0068] The communication unit is used for signal transmission between the central control unit and the human-machine interaction unit;

[0069] The human-computer interaction unit is used to acquire signals sent by the central control unit and display the signals.

[0070] Specifically, the main component system topology of the human-machine interface unit and network control system for oil-to-electric conversion rail vehicles disclosed in this invention is as follows: Figure 1 As shown, the system includes a central control unit, a communication unit, and a human-machine interaction unit. In this embodiment, the communication unit consists of various communication interfaces on the central control unit. The core component of the system is the central control unit (central control chassis). The central control unit has hard-wired interfaces and corresponding functional modules to be responsible for completing the acquisition and output of vehicle hardware signals. At the same time, its communication interface module and software functional modules are responsible for completing the construction of a vehicle communication network with other sub-devices (such as traction system, energy storage system, etc.), transmitting and interacting with network control commands, etc.

[0071] like Figure 1As shown, the central control unit is the core component of the network control system. Its interfaces are divided into two categories. The first category is hardware interfaces, including: collecting digital hard-wired signals from the vehicle via the DI board (associated with the chassis), such as acquiring the status of relays and train lines; outputting digital hard-wired signals from the vehicle via the DO board (associated with the chassis), such as outputting display commands for indicator lights and control commands for raising and lowering the pantograph; and inputting and outputting analog signals from the vehicle via the AX board (associated with the chassis), such as acquiring the potential signals at the driver's control unit or outputting voltage or current signals to analog signal input devices. The second category is communication interfaces. The central control unit (central control chassis) is equipped with 485 bus communication interfaces, Ethernet communication interfaces, MVB communication interfaces, CAN communication interfaces, and 232 communication interfaces. Among them, the 485, 232, MVB, and CAN interfaces all adopt the DB9 interface form, which allows the central control unit to perform communication conversion more flexibly. For example, the central control unit can be equipped with four DB9 interfaces. According to the actual needs of the site, the four DB9 interfaces can be configured as interfaces of any communication protocol to communicate with subsystems using different communication protocols. This allows for the collection of network data of various protocols in the vehicle bus and the unified conversion into a single communication protocol for display by the human-machine interaction unit. This network control system has the characteristics of multi-protocol communication and unified protocol display, and is not limited to a single communication form in the network system. Subsystems of various communication protocols can be connected to the bus, which is conducive to cost reduction and efficiency improvement during project execution.

[0072] Simultaneously, this human-machine interface unit and network control system are equipped with wireless communication modules, including a 5G communication module and an ultra-shortwave communication module (data radio). The central control unit communicates with the wireless communication modules via RS-485 bus and Ethernet protocols and interfaces. The network control system features dual-network redundancy for wireless communication: using both 5G and ultra-shortwave communication networks. These two wireless communications utilize two significantly different frequency bands for acoustic communication: the ultra-shortwave communication range is 403-423.5MHz, and the 5G communication range is 3300MHz-3800MHz. The complementary advantages of these different frequency bands enhance the stability and reliability of wireless communication. By wirelessly digitizing the vehicle's communication bus network, data from the vehicle is wirelessly transmitted to ground-based maintenance stations, loading depots, control rooms, and other locations. This wireless communication bridge facilitates remote data interaction, providing a communication channel for technologies such as autonomous driving and remote vehicle control.

[0073] To facilitate the explanation of the functions of the human-computer interaction unit interface, the main interface of the human-computer interaction unit is divided into four main areas: A, B, C, and D. Each main area contains several sub-areas. The layout definition of each functional area is as follows: Figure 2 .

[0074] Areas A1-A4 are located at the top of the interface and belong to the public information display area;

[0075] Area A5 is located at the top right of the interface and is the area for displaying communication status and battery information.

[0076] Area B is the columnar information display area;

[0077] Area C is the area for displaying icon indicators and information.

[0078] Area D11 is the display area for locomotive handle operation status information;

[0079] Area D21 is the topology information display area;

[0080] Area D31 is the manual isolation / reset information display area;

[0081] Area D41 is the fault and driving information display area.

[0082] The human-machine interface unit and network control system disclosed in this invention, applied to diesel-to-electric rail vehicles, are designed primarily to maintain the driving habits of diesel locomotive drivers while ensuring compatibility with the superior performance characteristics of electric locomotives. Therefore, the driver controller in the diesel-to-electric rail vehicle retains the gear-type controller of a diesel locomotive, while the traction system adopts the electric traction system of an electric locomotive. However, there are significant differences between the driver controllers of diesel and electric locomotives. The diesel locomotive driver controller is gear-type, using five gears—"0," "1," "decelerate," "hold," and "increase"—to control the braking, free-stopping, deceleration, holding, and acceleration of the train. In contrast, the electric locomotive driver controller is potentiometric, using potentiometer feedback to provide traction and braking level commands to the traction system to control vehicle driving.

[0083] The central control unit disclosed in this application, which is used in the human-machine interaction unit and network control system of the oil-to-electric rail vehicle, can collect the gear position signal of the gear position controller and obtain the control signal of the electric traction system by adopting a speed control strategy based on the gear position signal to control the electric traction system.

[0084] Meanwhile, the central control unit transmits signals between the communication unit and the human-machine interaction unit;

[0085] The human-computer interaction unit is used to acquire signals sent by the central control unit and display the signals.

[0086] In this invention, the gear position signal needs to be displayed on the human-machine interaction unit. In this embodiment, the five gear positions "0", "1", "down", "hold", and "up" are displayed in the form of a half-moon dial to prompt the driver to operate the gear position of the controller. The controller position, which is not displayed on the internal combustion engine, is visualized on the human-machine interaction unit. The driver and passengers can confirm the controller position through the human-machine interaction unit without looking down at the handle position, as shown in Table 1.

[0087] Table 1. Design Scheme for Modern Driver Controller Panel

[0088]

[0089] In this application, in order to convert the gear position signal into a control signal for the electric traction system to be sent for control, the speed control strategy is as follows:

[0090] When the acquired gear signal is "0", the control signal of the electric traction system is: the electric traction system decelerates and brakes at a set speed of 0 km / h and a deceleration braking time of less than 10 seconds.

[0091] When the acquired gear signal is "1", the control signal of the electric traction system is: the electric traction system performs free stopping and driving in a mode of free coasting at a set speed of 0km / h, without applying traction force.

[0092] When the acquired gear signal is "down", the control signal of the electric traction system is: the electric traction system decelerates by reducing speed by 1 km / h every 500 ms according to the current set speed.

[0093] When the acquired gear signal is in the "hold" position, the control signal of the electric traction system is: the electric traction system maintains the speed in the speed-maintaining mode to maintain the current set speed.

[0094] When the acquired gear signal is "up", the control signal of the electric traction system is: the electric traction system accelerates at a speed of 1 km / h every 500 ms according to the current set speed.

[0095] In the network control system disclosed in this invention, the central control unit can collect the gear position signal from the gear position controller and convert it into a control signal for the electric traction system based on the speed control strategy disclosed above, thereby controlling the electric traction system. Therefore, it achieves control of the converted diesel-electric rail vehicle without changing the overall vehicle control habits, allowing it to continue the driving habits of the diesel locomotive driver and passengers, while being compatible with the performance advantages of electric vehicles. This allows drivers and passengers from different platforms to transition smoothly, making it easier for drivers and passengers to get started and use the system.

[0096] Furthermore, in the daily driving experience of drivers and passengers, the changes in gear ratios are often significant, and the operating conditions are complex. For example, if the driving speed on a certain route is set at 10 km / h, the vehicle needs to accelerate when going uphill, but will decelerate when going downhill due to the vehicle's large inertia. On straight roads, to save energy and reduce consumption, drivers and passengers will use coasting to maintain vehicle movement. The constant changes in gear ratios make vehicle control more difficult than that of a converted electric motor vehicle. The speed following scheme proposed in this invention uses the vehicle's current speed as a driving reference. When shifting from gear "0" or "1" (set speed of 0) to any of the "up," "hold," or "down" gears while the vehicle speed is not 0, the current vehicle speed V is used as the speed base reference before executing the speed control scheme. This reduces the difficulty of vehicle control while ensuring driving safety. Specifically, as follows:

[0097] The central control unit is also used to collect current vehicle speed information, obtain a gear shifting signal based on the gear position signal and the current vehicle speed V using a gear shifting judgment strategy, and obtain a control signal for the electric traction system based on the speed following control strategy using the gear shifting signal to control the electric traction system.

[0098] The gear shifting determination strategy is as follows:

[0099] When the gear signal is in position "0" or "1" and the current vehicle speed V is not 0, when the gear signal switches from position "0" or "1" to "down", the current gear switching signal is the first gear switching signal.

[0100] When the gear signal is in position "0" or "1" and the current vehicle speed V is not 0, when the gear signal switches from position "0" or "1" to position "hold", the current gear switching signal is the second gear switching signal;

[0101] When the gear signal is in position "0" or "1" and the current vehicle speed V is not 0, when the gear signal changes from position "0" or "1" to "up", the current gear signal is the third gear signal.

[0102] The speed following control strategy is as follows:

[0103] When the gear shift signal is the first gear shift signal, the control signal of the electric traction system is: the electric traction system decelerates according to the deceleration mode of reducing the current vehicle speed V by 1 km / h every 500 ms.

[0104] When the gear shift signal is the second gear shift signal, the control signal of the electric traction system is: the electric traction system maintains the current vehicle speed V in a speed-maintaining mode.

[0105] When the gear shift signal is the third gear shift signal, the control signal of the electric traction system is: the electric traction system accelerates by increasing the speed by 1 km / h every 500 ms according to the current vehicle speed (V-1).

[0106] In other words, when the vehicle is in gear "0" or "1" and the current speed is not 0, switching to "Decelerate" will directly reduce the speed using the vehicle's current speed V. When the vehicle is in gear "0" or "1" and the current speed is not 0, switching to "Maintain" will maintain the speed using the vehicle's current speed. When the vehicle is in gear "0" or "1" and the current speed is not 0, switching to "Increase" will increase the speed using the vehicle's current speed (V-1). This scheme provides drivers and passengers with a 500ms switching buffer time. After 500ms, the set speed required for the vehicle is determined based on the vehicle's current speed, avoiding situations where the speed has already increased before the driver reacts after the mode switch, thus improving the driving experience for drivers and passengers and ensuring driving safety.

[0107] The speed following system is a specific function of oil-to-electric rail vehicles. This system strategy can increase or decrease the speed of the vehicle after gear shifting based on the current speed and the user's intention. Combined with the speed control strategy, this makes the vehicle speed control smoother and more in line with actual field applications.

[0108] In the present invention, such as Figure 3 As shown, the golden visual area of ​​the human-computer interaction interface is the upper right frame area. To better facilitate driving for drivers and passengers, important information such as set speed, actual speed, driver control instrument panel, actual traction output of the traction system (4 traction percentage wheels), and vehicle network system topology (the topology diagram and the online status and isolation status of each subsystem can be directly connected and interacted with) are placed in the golden visual area. This allows the driver to obtain important information at a glance without having to spend too much energy looking around or searching the entire interface. The figure is only a schematic diagram of this embodiment and only represents the conceptual effect of the design scheme.

[0109] The central control unit in the network control system disclosed in this invention is also used to collect the load information of each vehicle on the locomotive and the traction force of each axle of the traction system, and send the vehicle load information and the traction force of each axle of the traction system to the human-machine interaction unit through the communication unit.

[0110] The human-machine interaction unit acquires and displays the load information of each vehicle on the locomotive and the traction force of each axle of the traction system.

[0111] like Figure 4 As shown, in the traction force output design scheme of each shaft of the traction system, according to the traction force output of each shaft, if the output is traction force, it can be displayed in blue as a percentage; if the output is braking force, it can be displayed in red as a percentage. The traction disc presents the form of a full moon, half moon, or crescent moon according to the different percentages of force.

[0112] like Figure 5 As shown, in this invention, the topology and manual isolation / reset functions in the network control system can also be collected by the central control unit and sent to the human-machine interface unit for display. The topology and manual isolation / reset functions are placed on the main interface of the human-machine interface. Unlike previous electric locomotive solutions, in the previous solutions, the network topology and human-machine interaction commands were not on the same interface and did not interact with each other. The network system topology was only used to indicate whether the sub-devices were online and was placed on a secondary interface. In the human-machine interaction command solution, a status display device topology and button linkage and display will be designed according to the content of the command.

[0113] This invention discloses a network system topology that is linked with human-computer interaction button information. It can display the device feedback status in a timely manner after manual isolation and reset, providing direct information feedback to drivers and passengers. The information can be seen on the main interface, making it easier to obtain information during vehicle operation without having to search through secondary interfaces, thus making vehicle operation safer.

[0114] In converted electric rail vehicles, the power source differs significantly from that of traditional electric locomotives. Converted electric rail vehicles utilize energy storage systems as their power source, while traditional electric locomotives or subways are powered directly from the overhead contact line of the power grid. Before operation, the vehicle connects to the contact line via a pantograph, third rail, and other equipment to obtain power for its journey. Therefore, the remaining amount of energy in the energy storage system determines the distance the vehicle can travel. Thus, the remaining percentage of energy storage (SOC) and the estimated mileage of the vehicle are crucial parameters in converted electric rail vehicles. In this invention, the SOC parameter of the energy storage system and the estimated mileage based on the SOC parameter are prominently displayed graphically on the main interface of the human-machine interface. The SOC needs to clearly show the percentage of remaining energy, and the displayed bar chart should be colored according to the remaining SOC of the energy storage system. Based on the actual application characteristics of converted electric locomotives, the following is one color scheme in this embodiment:

[0115] When 40% ≤ SOC ≤ 100%, the green color is a gradient of light and dark shades.

[0116] When 30% ≤ SOC < 40%, the yellow color shows a gradient of light and dark shades.

[0117] When SOC < 30%, the red color gradient is achieved;

[0118] When SOC < 20%, the human-machine interface unit will pop up an alarm and provide sound and light alarm prompts. The alarm status must be deactivated after confirmation by the driver and passengers.

[0119] In gradient colors, reverse design is used to enhance the visual appeal of the graphic, as illustrated in the diagram. Figure 6 In the SOC, the gradient color scheme is a gradient from top to bottom (from dark green to light green), and the kilometer prediction is also a gradient of color (from light blue to dark blue from top to bottom).

[0120] Since the power source of the converted oil-to-electric rail vehicle is an energy storage system, the mileage estimation scheme is one of the important parameters in the converted oil-to-electric rail vehicle. Therefore, the central control unit disclosed in this invention is also used to collect the remaining power percentage (SOC) signal of the energy storage system and calculate the estimated driving mileage of the vehicle based on the remaining power percentage (SOC) signal of the energy storage system. Considering the output current and voltage of the energy storage system, the current parameter will vary with the vehicle's state, such as the positive value of the current output of the energy storage system during traction, while the negative value of the tested current during braking due to the feedback of electric braking energy to the energy storage system. At the same time, the current value is very small under conditions such as vehicle coasting, and the energy consumption of the whole vehicle is also very small, which will cause certain interference to the mileage estimation. For the above reasons, the specific algorithm adopted in this invention is as follows: The formula is as follows to calculate the estimated driving mileage of the vehicle based on the remaining power percentage (SOC) signal of the energy storage system:

[0121] When the vehicle is in traction, the energy storage output current is positive and the energy storage output current is greater than 1A: Estimated driving range of the vehicle = (SOC * energy storage system capacity / (energy storage output current * voltage)) * vehicle speed;

[0122] When the vehicle is in electric braking mode, the energy storage output current is negative: the estimated driving range of the vehicle is the estimated kilometer value at the previous traction moment when the electric braking occurs.

[0123] When the vehicle is coasting: Estimated driving range = (SOC * energy storage system capacity / (sum of rated power of all vehicle systems)) * vehicle speed;

[0124] The central control unit sends the remaining power percentage (SOC) of the energy storage system and the estimated driving range of the vehicle to the human-machine interaction unit through the communication unit;

[0125] The human-computer interaction unit obtains and displays the remaining power percentage (SOC) of the energy storage system and the estimated driving range of the vehicle.

[0126] In the above scheme, information such as energy storage output current, voltage, rated power of each vehicle system, and vehicle speed can all be directly collected or obtained. In the scheme of this invention, the charging and discharging interface of the vehicle in the human-machine interaction unit needs to be designed as a separate first-level operation interface. The scheme needs to visualize and display the electrical schematic diagram of the energy storage system, and collect and display the relay status of each link through the central control unit of the network control system to facilitate the driver and passengers to check the circuit status. At the same time, this interface needs to display the power status of each unit module of the energy storage system, and whether there is any individual fault or abnormality (the abnormality should be flashed with the corresponding unit icon). The color scheme is the same as that of SOC.

[0127] Therefore, the central control unit disclosed in this invention is also used to collect relay status signals of various parts of the locomotive and send the relay status signals to the human-machine interaction unit through the communication unit;

[0128] The human-computer interaction unit acquires and displays the relay status signal.

[0129] like Figure 7 The charging and discharging interface for the vehicle should also display specific vehicle load information, such as the 380V, 220V, and 24V loads connected to the K7 relay. When the load is powered, the corresponding module should be green, and a fault indication should be red. For the traction system connected to the K6 relay, when the traction system is powered, the corresponding axle should be blue, and a fault indication should be red. The lower left corner of the interface should display the energy storage system's parameter information, facilitating parameter verification and query by relevant personnel and providing a basis for system inspection and maintenance. The lower right corner displays a visualized model icon of the vehicle. When the vehicle is charging, the model icon features a charging animation (a three-color gradient from red, yellow, to green, starting from the front and ending at the rear). When a vehicle fault occurs, the animation disappears, and a fault report is displayed. The above color settings can be customized as needed.

[0130] This invention addresses the energy storage and power characteristics of converted oil-powered rail vehicles, considering statistics on energy consumption and losses. These statistics are crucial for rail vehicles with energy storage systems, indicating the vehicle's energy efficiency. Based on these characteristics, this application designs a method for calculating energy consumption and losses. Furthermore, it proposes and designs a human-computer interaction interface for energy consumption data suitable for this type of rail vehicle, such as… Figure 8 As shown, this interface incorporates the actual situation of vehicle applications. The human-machine interaction unit energy consumption data page in the invention displays the statistical energy consumption and loss of energy usage. The statistics of this indicator are of great significance to rail vehicles with energy storage systems, indicating the energy efficiency of vehicle use, providing visualized and information-based data support for the current energy consumption situation, and providing an evaluation basis for the implementation effect of future energy-saving vehicle control strategies.

[0131] In order to display the power consumption and power loss on the human-computer interaction unit, the central control unit disclosed in this invention is also used to collect the discharge current, discharge voltage, and discharge time of the energy storage system, and calculate the power consumption using the following formula:

[0132] Energy consumption = Discharge current of energy storage system * Discharge voltage of energy storage system * Discharge time of energy storage system;

[0133] The central control unit is also used to collect the cumulative energy consumption of the traction system, the cumulative energy consumption of the auxiliary system, and the cumulative energy consumption of the charger, and calculates the power loss using the following formula:

[0134] Power loss = Power consumption - Cumulative energy consumption of traction system - Cumulative energy consumption of auxiliary system - Cumulative energy consumption of charger;

[0135] The central control unit is also used to calculate the loss ratio using the following formula:

[0136] Loss percentage = Power lost / Power consumed;

[0137] The central control unit sends the calculated energy consumption information, power loss information, and loss ratio to the human-computer interaction unit through the communication unit;

[0138] The human-computer interaction unit acquires and displays the energy consumption information, power loss information, and power loss percentage.

[0139] In this invention, the energy consumption is not based on the cumulative charging power of the energy storage system. Considering the energy conversion efficiency of the energy storage system and the power loss due to heat generation during energy storage, the vehicle's energy consumption is calculated based on the actual discharge process and power consumption, which is more accurate and precise. The power loss algorithm also takes into account the actual situation of each load device, subtracting the actual power consumption of each load system from the discharge power of the energy storage system to obtain the power loss due to heat generation of circuit cables and equipment.

[0140] Furthermore, in the energy consumption and loss scheme of this invention, the energy consumption ratio of each load device is calculated, and the energy consumption ratio of each device is displayed on the energy consumption interface of the human-computer interaction unit. In the energy consumption index, this invention adopts a hierarchical statistical principle for energy consumption statistics, including both total energy consumption and loss statistics, and further subdividing the energy consumption ratio at the device level. This statistic not only accurately reflects the actual energy consumption of each load, but also provides a reference and evaluation basis for subsequent energy-saving optimization of each system. The algorithm for the energy consumption ratio of each load device is as follows:

[0141] The central control unit is used to collect the cumulative energy consumption of the charger, the cumulative energy consumption of the traction system, and the cumulative energy consumption of the auxiliary system, and calculates the energy consumption ratio of the charger system, the energy consumption ratio of the traction system, and the energy consumption ratio of the auxiliary system according to the following formulas:

[0142] Charger system energy consumption ratio = Charger cumulative energy consumption / (Charger cumulative energy consumption + Traction system cumulative energy consumption + Auxiliary system cumulative energy consumption);

[0143] Traction system energy consumption ratio = cumulative traction system energy consumption / (cumulative charger energy consumption + cumulative traction system energy consumption + cumulative auxiliary system energy consumption);

[0144] Auxiliary system energy consumption ratio = Auxiliary system cumulative energy consumption / (charger cumulative energy consumption + traction system cumulative energy consumption + auxiliary system cumulative energy consumption);

[0145] The central control unit sends the cumulative energy consumption of the charger, the cumulative energy consumption of the traction system, the cumulative energy consumption of the auxiliary system, the energy consumption ratio of the charger system, the energy consumption ratio of the traction system, and the energy consumption ratio of the auxiliary system to the human-machine interaction unit through the communication unit;

[0146] The human-machine interface unit acquires and displays the cumulative energy consumption of the charger, the cumulative energy consumption of the traction system, the cumulative energy consumption of the auxiliary system, the energy consumption ratio of the charger system, the energy consumption ratio of the traction system, and the energy consumption ratio of the auxiliary system. In this solution, the central control unit for the cumulative energy consumption of various load devices can directly obtain the data from each load device.

[0147] In electric rail vehicles converted from gasoline-powered to electric operation, the energy storage system receives power from two sources: firstly, the power supply from charging stations; and secondly, the energy fed back to the energy storage system by regenerative braking during electric braking. These two sources of energy jointly support the vehicle's energy consumption. Therefore, statistically analyzing and displaying the ratio of cumulative charging energy to regenerative braking energy feedback is crucial for electric rail vehicles converted from gasoline-powered to electric operation. The algorithm for calculating the proportion of regenerative braking energy and the proportion of cumulative charging energy in this invention is as follows:

[0148] The central control unit is used to acquire the cumulative charging energy and regenerative braking energy, and calculates the proportion of regenerative braking energy and the proportion of cumulative charging energy according to the following formulas:

[0149] Regenerative braking energy percentage = Regenerative braking energy / (Regenerative braking energy + Cumulative charging energy);

[0150] Cumulative charging energy percentage = Cumulative charging energy / (Regenerative braking energy + Cumulative charging energy);

[0151] The central control unit transmits the cumulative charging energy, regenerative braking energy, regenerative braking energy percentage, and cumulative charging energy percentage to the human-machine interaction unit via the communication unit.

[0152] The human-machine interface unit acquires and displays the cumulative charging energy, regenerative braking energy, regenerative braking energy percentage, and cumulative charging energy percentage. The cumulative charging energy refers to the energy supplied by the charging piles accumulated by the energy storage system; the regenerative braking energy is the feedback from each traction system control unit to the communication bus, accumulated by the central control unit. Specifically, the regenerative braking energy feedback in this invention involves each traction system control unit sending a 2-second pulse signal for every 1 kWh of accumulated energy, and the central control unit of the network control system performs energy feedback statistics based on the pulse signals.

[0153] This invention, based on the characteristics of converted electric rail vehicles, collects energy consumption (electricity usage) data from each load device through a central control unit and calculates the corresponding electricity costs. Simultaneously, it derives the vehicle's carbon emissions using a carbon emission calculation formula and displays this information through a human-machine interface. Specifically, the energy consumption data page of the human-machine interface in this invention uses bar charts to display the internal consumption values ​​of each load device, taking into account the localized application of the converted electric rail vehicle and its electricity cost details. The interface also calculates the vehicle's carbon emissions based on the central control unit's statistics. This emission indicator uses the sum of accumulated charging energy and regenerative braking energy as the vehicle's actual total electricity input, combined with the carbon emission calculation formula. The purpose of this algorithm is to ensure that after the vehicle's energy supply, whether used for actual driving or heat dissipation, the electrical energy source is generated by the power plant, and carbon emissions are generated during the power generation process. Using the actual total electricity input as the basis for carbon emission calculation is more scientific and accurate.

[0154] This invention discloses a human-machine interface unit and network control system for electric-to-gasoline rail vehicles, which also includes a two-level access control page design with prompts. Specifically, this invention places some network system parameter settings on the human-machine interface, such as time settings, vehicle number settings, DDU settings, and deceleration adjustments. These settings are crucial network system information, and their changes affect the normal operation of the vehicle. This invention categorizes these human-machine interface settings into a two-level interface and adds a lock icon after the interface name to distinguish it from other sub-menu items. This allows drivers, conductors, and maintenance personnel to clearly see which information is regularly accessible and which pages require password login. Figure 9 As shown, this function can be implemented by the human-computer interaction unit alone or by the human-computer interaction unit interacting with the central control unit. The specific implementation process is a conventional technical means in this field and will not be described in detail here.

[0155] Furthermore, the human-machine interface unit and network control system disclosed in this invention, applied to oil-to-electric conversion rail vehicles, also includes a folder and its associated screenshot function for the human-machine interface, such as... Figure 10As shown, the human-computer interaction solution is designed to give users greater freedom. The folder function can store image files generated by screenshots from the human-computer interaction unit, and also allows users to access the human-computer interaction unit from the outside via the communication interface to store training materials, maintenance manuals, contact lists, and other content. When a vehicle malfunctions, the driver and passengers can access the folder of the human-computer interaction unit at any time to retrieve information. The accompanying screenshot function is displayed as a camera icon in the bottom menu bar of the main interface. When the driver or passenger presses the button, the screenshot content is the current human-computer interaction interface content. At the same time, the screenshot images will be named in the format of current year-month-day-hour-minute-second and stored in the folder as thumbnails. The thumbnails and filenames of the latest 10 screenshots are displayed in reverse chronological order, which makes it easy for the driver and passengers to review the screenshot content at any time. Meanwhile, the present invention proposes a design in which the top file in a folder is a read-only file, intended to store the network control system manufacturer's corporate information, product information, and contact information. The read-only attribute determines that the file cannot be deleted or modified, and the top promotional file is conducive to the company promoting its brand and products, delivering sales promotion to every user through the product.

[0156] Furthermore, the human-machine interface for electronic logging in the human-machine interaction unit and network control system for electric rail vehicles disclosed in this invention is also designed. Figure 11 As shown, this function aims to improve the level of automation in project execution and maintenance. In the daily maintenance of locomotives and urban rail transit, the software updates of various systems on board currently follow a paper-based reporting and approval process. When the approval form or register is lost, or the paper documents are old or wet during daily office work, the software update records will be impossible to find. Moreover, when maintenance personnel inspect equipment on board, they need to confirm with relevant departments or contact them by phone to find out the software update status. The electronic log function proposed in this invention records the software update status on the human-computer interaction unit. By classifying and recording different sub-devices separately, it is possible to trace back the software upgrade status of individual devices. The traceability content includes the operator, software version, update time, and can also include the specific details of the software upgrade.

[0157] The invention provides two methods for operator registration: one is to input the operator's name via a soft keyboard; the other is to collect fingerprint or facial information through the screen of the human-computer interaction unit, compare the collected information with the project personnel information database preset by the human-computer interaction unit, and then automatically register the information. Two methods are provided for software version and update time: one is to input relevant information via the soft keyboard of the human-computer interaction unit; the other is that after a software update, the human-computer interaction unit collects the software version numbers of each system through the communication network of the network control system component (central control unit) and automatically registers the software upgrade / change time.

[0158] Furthermore, in the human-machine interaction unit and network control system of the electric-to-gasoline rail vehicle disclosed in this invention, the vehicle's driving process data is recorded by the human-machine interaction unit. The clock of the network control system is published and unified by the human-machine interaction unit. The human-machine interaction units at both ends of the vehicle use the active human-machine interaction unit as the time reference unit, broadcasting the reference time through the communication network of the network system components. The non-active human-machine interaction units and the active human-machine interaction units calibrate the time of the reference unit in real time. The two onboard human-machine interaction units should collect and record the data information of all sub-devices on the bus. In this invention, to improve the sampling frequency of data recording, an interval recording method based on the reference time is proposed. That is, the human-machine interaction units at both ends of the vehicle record at odd and even 100-millisecond points within one second, respectively. The recording period of a single human-machine interaction unit is tentatively set at 200ms. Through interval recording, the recorded data from the two devices can achieve a 100ms period. This technique achieves higher vehicle data sampling accuracy. The recorded data is stored in CSV file format.

[0159] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A human-machine interface unit and network control system for use in diesel-to-electric rail vehicles, wherein the driver controller in the diesel-to-electric rail vehicle adopts the gear shift driver controller of an internal combustion locomotive, and the traction system adopts the electric traction system of an electric locomotive, characterized in that: Includes a central control unit, a communication unit, and a human-computer interaction unit; The central control unit is used to collect the gear position signal of the gear position controller, and calculate the control signal of the electric traction system based on the gear position signal using a speed control strategy to control the electric traction system. The communication unit is used for signal transmission between the central control unit and the human-machine interaction unit; The human-computer interaction unit is used to acquire signals sent by the central control unit and to display and statistically analyze the signals; The speed control strategy includes converting the acquired gear position signals of the gear controller ("0", "1", "down", "hold", and "up") into control signals for the electric traction system for "deceleration braking mode", "no traction force applied, free coasting mode", "deceleration mode", "speed holding mode", and "speed increase mode". The central control unit is also used to collect current vehicle speed information, obtain a gear shifting signal based on the gear position signal and the current vehicle speed V using a gear shifting judgment strategy, and obtain a control signal for the electric traction system based on the speed following control strategy using the gear shifting signal to control the electric traction system. The gear shifting determination strategy is as follows: When the gear signal is in position "0" or "1" and the current vehicle speed V is not 0, when the gear signal switches from position "0" or "1" to "down", "hold", or "up", the current gear switching signal is the first gear switching signal, the second gear switching signal, or the third gear switching signal in sequence. The speed following control strategy includes converting the acquired "first gear shift signal", "second gear shift signal" or "third gear shift signal" into control signals for the electric traction system's "speed reduction mode", "speed maintenance mode" or "speed increase mode".

2. The human-machine interface unit and network control system for electric-to-gasoline rail vehicles according to claim 1, characterized in that: The acquired "0" gear signal is converted into a control signal for the "deceleration and braking mode" of the electric traction system: the electric traction system decelerates and brakes at a set speed of 0 km / h and a deceleration and braking time of less than 10 seconds. The acquired "1" gear signal is converted into a control signal for the electric traction system to "no traction applied, free coasting mode": the electric traction system will freely stop and drive at a set speed of 0km / h, without applying traction, in a free coasting mode; The acquired "down" gear signal is converted into a control signal for the "deceleration mode" of the electric traction system: the electric traction system decelerates by reducing its speed by 1 km / h every 500 ms according to the current set speed. The acquired "maintain" gear signal is converted into a control signal for the "maintain speed mode" of the electric traction system: the electric traction system maintains speed in the "maintain speed mode" to maintain the current set speed. The acquired "up" gear signal is converted into a control signal for the "speed increase mode" of the electric traction system: the electric traction system accelerates by increasing its speed by 1 km / h every 500 ms according to the current set speed.

3. The human-machine interface unit and network control system for electric-to-gasoline rail vehicles according to claim 2, characterized in that: The first gear shift signal is converted into a control signal for the "deceleration mode" of the electric traction system: the electric traction system decelerates by reducing its speed by 1 km / h every 500 ms according to the current vehicle speed V. The second gear shift signal is converted into a control signal for the "speed maintenance mode" of the electric traction system: the electric traction system maintains the current vehicle speed V in a speed maintenance mode. The control signal for converting the third gear shift signal into the "acceleration mode" of the electric traction system is as follows: The electric traction system accelerates at a rate of 1 km / h every 500 ms, increasing from the current vehicle speed (V-1).

4. The human-machine interface unit and network control system for electric rail vehicles according to any one of claims 1 to 3, characterized in that: The power source of the oil-to-electric rail vehicle is an energy storage system. The central control unit is also used to collect the remaining power percentage (SOC) signal of the energy storage system and calculate the estimated driving range of the vehicle based on the remaining power percentage (SOC) signal of the energy storage system. The specific algorithm for calculating the estimated driving range of the vehicle based on the remaining power percentage (SOC) signal of the energy storage system is as follows: When the vehicle is in traction mode, the energy storage output current is positive and greater than 1A: Estimated vehicle mileage = (SOC) Energy storage system capacity / (energy storage output current) Voltage)) Vehicle speed; When the vehicle is in electric braking mode, the energy storage output current is negative: the estimated driving range of the vehicle is the estimated kilometer value at the previous traction moment when electric braking occurs. When the vehicle is coasting: Estimated driving range = (SOC) Energy storage system capacity / (sum of rated power of all vehicle systems) Vehicle speed; The central control unit sends the remaining power percentage (SOC) of the energy storage system and the estimated driving range of the vehicle to the human-machine interaction unit through the communication unit; The human-computer interaction unit obtains and displays the remaining power percentage (SOC) of the energy storage system and the estimated driving range of the vehicle.

5. The human-machine interface unit and network control system for electric-to-gasoline rail vehicles according to claim 1, characterized in that: The central control unit is also used to collect relay status signals from various parts of the locomotive and send the relay status signals to the human-machine interaction unit through the communication unit; The human-computer interaction unit acquires and displays the relay status signal.

6. The human-machine interface unit and network control system for electric-to-gasoline rail vehicles according to claim 1, characterized in that: The central control unit is also used to collect the discharge current, discharge voltage, and discharge time of the energy storage system, and to calculate the energy consumption using the following formula: Energy consumption = Discharge current of energy storage system Discharge voltage of energy storage system Discharge time of energy storage system; The central control unit is also used to collect the cumulative energy consumption of the traction system, the cumulative energy consumption of the auxiliary system, and the cumulative energy consumption of the charger, and calculates the power loss using the following formula: Power loss = Power consumption - Cumulative energy consumption of traction system - Cumulative energy consumption of auxiliary system - Cumulative energy consumption of charger; The central control unit is also used to calculate the loss ratio using the following formula: Loss percentage = Power lost / Power consumed; The central control unit sends the calculated energy consumption information, power loss information, and loss ratio to the human-computer interaction unit through the communication unit; The human-computer interaction unit acquires and displays the energy consumption information, power loss information, and power loss percentage.

7. The human-machine interface unit and network control system for electric-to-gasoline rail vehicles according to claim 6, characterized in that: The central control unit is used to collect the cumulative energy consumption of the charger, the cumulative energy consumption of the traction system, and the cumulative energy consumption of the auxiliary system, and calculates the energy consumption ratio of the charger system, the energy consumption ratio of the traction system, and the energy consumption ratio of the auxiliary system according to the following formulas: Charger system energy consumption ratio = Charger cumulative energy consumption / (Charger cumulative energy consumption + Traction system cumulative energy consumption + Auxiliary system cumulative energy consumption); Traction system energy consumption ratio = cumulative traction system energy consumption / (cumulative charger energy consumption + cumulative traction system energy consumption + cumulative auxiliary system energy consumption); Auxiliary system energy consumption ratio = Auxiliary system cumulative energy consumption / (charger cumulative energy consumption + traction system cumulative energy consumption + auxiliary system cumulative energy consumption); The central control unit sends the cumulative energy consumption of the charger, the cumulative energy consumption of the traction system, the cumulative energy consumption of the auxiliary system, the energy consumption ratio of the charger system, the energy consumption ratio of the traction system, and the energy consumption ratio of the auxiliary system to the human-machine interaction unit through the communication unit; The human-computer interaction unit acquires and displays the cumulative energy consumption of the charger, the cumulative energy consumption of the traction system, the cumulative energy consumption of the auxiliary system, the energy consumption ratio of the charger system, the energy consumption ratio of the traction system, and the energy consumption ratio of the auxiliary system.

8. The human-machine interface unit and network control system for electric-to-gasoline rail vehicles according to claim 7, characterized in that: The central control unit is used to acquire the cumulative charging energy and regenerative braking energy, and calculates the proportion of regenerative braking energy and the proportion of cumulative charging energy according to the following formulas: Regenerative braking energy percentage = Regenerative braking energy / (Regenerative braking energy + Cumulative charging energy). Cumulative charging energy percentage = Cumulative charging energy / (Regenerative braking energy + Cumulative charging energy). The central control unit transmits the cumulative charging energy, regenerative braking energy, regenerative braking energy percentage, and cumulative charging energy percentage to the human-machine interaction unit via the communication unit. The human-computer interaction unit acquires and displays the cumulative charging energy, regenerative braking energy, regenerative braking energy percentage, and cumulative charging energy percentage.

9. The human-machine interface unit and network control system for electric-to-gasoline rail vehicles according to claim 1, characterized in that: The central control unit is used to collect the load information of each vehicle on the locomotive and the traction force of each axle of the traction system, and to send the vehicle load information and the traction force of each axle of the traction system to the human-machine interaction unit through the communication unit. The human-machine interaction unit acquires and displays the load information of each vehicle on the locomotive and the traction force of each axle of the traction system.

10. The human-machine interface unit and network control system for electric-to-gasoline rail vehicles according to claim 1, characterized in that: The communication unit includes a wired communication interface module and a wireless communication interface module; The wired communication interface module includes at least one of the following: 485 bus communication interface, Ethernet communication interface, MVB communication interface, CAN communication interface, and 232 communication interface. The wireless communication interface module includes a 5G communication module and an ultra-shortwave communication module.

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