Locomotive automatic driving redundant brake system and hierarchical brake safety control method

Abstract

The application discloses a locomotive automatic driving redundancy braking system and a hierarchical braking safety control method, and relates to the field of locomotive automatic driving redundancy braking systems.The locomotive automatic driving redundancy braking system comprises an electrical control redundancy system and an air brake circuit redundancy system; the electrical control redundancy system is connected with the air brake circuit redundancy system; the electrical control redundancy system is used for controlling the air brake circuit redundancy system; the electrical control redundancy system is composed of an original vehicle microcomputer, a vehicle control unit and an automatic driving protection host computer; the original vehicle microcomputer, the vehicle control unit and the automatic driving protection host computer are three independent power supply control systems, and any one control system failure, the remaining control systems can independently control the locomotive braking; the air brake circuit redundancy system is used for realizing small brake braking, large brake braking and emergency braking.The application can realize safe braking of the locomotive during automatic driving, has rich braking functions and high redundancy, can effectively protect the locomotive, and ensures system safety of the locomotive.

Description

Technical Field

[0001] This invention relates to the field of automatic driving technology for rail transit, and in particular to a redundant braking system for automatic locomotive operation and a graded braking safety control method. Background Technology

[0002] Currently, the company's internal rail transport operations still follow the traditional manual operation mode, and there is an urgent need to achieve "less manpower, intelligentization, and centralized control" to fully utilize production line efficiency, increase capacity, improve quality and efficiency, and accelerate transformation and development. At the same time, the rapid development of technologies such as artificial intelligence and network communication provides a reliable guarantee for unmanned locomotive operation.

[0003] Currently, most companies are upgrading older locomotives with intelligent systems to achieve autonomous driving. However, the retrofitting of older locomotives for autonomous driving presents challenges such as limited braking functionality, insufficient redundancy, and significant safety hazards. Summary of the Invention

[0004] In view of this, the present invention provides a redundant braking system for automatic locomotive operation and a hierarchical safety control method, which realizes safe braking for automatic locomotive operation.

[0005] This invention discloses a redundant braking system for automatic locomotive operation, comprising an electrical control redundancy system and an air brake circuit redundancy system; the electrical control redundancy system is connected to the air brake circuit redundancy system; the electrical control redundancy system is used to control the air brake circuit redundancy system;

[0006] The redundant electrical control system consists of the original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host. The original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host are three independently powered control systems. If any one control system fails, the remaining control systems can independently control the locomotive braking.

[0007] The redundant air brake circuit system is used to achieve light brake, heavy brake and emergency braking.

[0008] Furthermore, the original vehicle microcomputer and the vehicle control unit use the same power supply voltage, while the power supply voltage used by the autonomous driving protection host is greater than that used by the original vehicle microcomputer and the vehicle control unit.

[0009] Furthermore, the light brake, the heavy brake, and the emergency brake all use separate hardware and independent electrical circuits, and can generate braking force simultaneously.

[0010] Furthermore, the redundant system of the air brake circuit consists of a proportional valve, a main valve, and an electric vent valve; the main valve includes valve #1, valve #3, and valve #8.

[0011] The proportional valve is used to control the brake pipe pressure through the locomotive actuation valve to achieve light braking of the locomotive;

[0012] Valve #1 and valve #3 are used to control the pressure in the locomotive train pipe to achieve the locomotive's main brake.

[0013] Valve #8 and electric vent valve are used to control the pressure in the locomotive train pipe to achieve emergency braking of the locomotive.

[0014] Furthermore, the original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host serve as control devices, controlling the proportional valve during light braking; controlling valve #8 and the electric vent valve during emergency braking; and controlling valve #1 and valve #3 during heavy braking.

[0015] Furthermore, the original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host can respectively apply control commands to control the proportional valve, valve #8, electric venting valve, valve #1, and valve #3.

[0016] This invention also discloses a graded braking safety control method, applicable to the locomotive automatic driving redundant braking system described in any of the above claims, the graded braking safety control method comprising:

[0017] Level 1 safety braking: When the locomotive's current position has not crossed the protection curve and is below the first preset ratio of the protection curve, and the locomotive's current speed is greater than the first preset speed, and communication is interrupted for a first preset time, the locomotive unloads and outputs a small brake with a first preset pressure.

[0018] Secondary safety braking: Under the condition that the locomotive's current position has not crossed the protection curve and is lower than the first preset ratio of the protection curve, when the locomotive's current speed is greater than the second preset speed, less than the first preset speed, and communication is interrupted for a second preset time, the locomotive unloads and outputs a small brake with a second preset pressure; wherein, the first preset speed is greater than the second preset speed, the first preset time is less than the second preset time, and the first preset pressure is less than the second preset pressure.

[0019] Furthermore, it also includes:

[0020] Three-level safety braking: Under the condition that the locomotive's current position has not crossed the protection curve and is lower than the first preset ratio of the protection curve, when the locomotive's current speed is less than the second preset speed and communication is interrupted for a second preset time, the locomotive unloads and outputs a small brake with a third preset pressure; wherein, the third preset pressure is greater than the second preset pressure;

[0021] Level 4 safety braking: When the locomotive is above the first preset proportion of the protection curve, communication is interrupted for a second preset time, the locomotive is unloaded, and the main brake is applied for a second preset time.

[0022] Level 5 safety braking: When the locomotive is above the protection curve, emergency braking is applied immediately.

[0023] Furthermore, the protection curve mainly realizes speed limit protection for different lines or sections during locomotive operation; the horizontal axis of the protection curve is distance, and the vertical axis is locomotive speed.

[0024] Due to the adoption of the above technical solution, the present invention has the following advantages: the present invention can realize safe braking of locomotives during automatic driving, has rich braking functions and high redundancy, can effectively protect locomotives, and ensure the system safety of locomotives. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments recorded in the embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0026] Figure 1 This is a schematic diagram of the structure of a redundant braking system for automatic train operation according to an embodiment of the present invention. Detailed Implementation

[0027] The present invention will be further described in conjunction with the accompanying drawings and embodiments. The described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art should fall within the protection scope of the present invention.

[0028] See Figure 1 The present invention provides an embodiment of a redundant braking system for automatic locomotive operation, which includes an electrical control redundancy system and an air brake circuit redundancy system; the electrical control redundancy system is connected to the air brake circuit redundancy system; the electrical control redundancy system is used to control the air brake circuit redundancy system;

[0029] The redundant electrical control system consists of the original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host. The original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host are three independently powered control systems. If any one control system fails, the remaining control systems can independently control the locomotive braking.

[0030] The redundant air brake circuit system is used to achieve light brake, heavy brake and emergency braking.

[0031] In this embodiment, the original vehicle microcomputer and vehicle control unit use the same power supply voltage, while the automatic driving protection host uses a higher power supply voltage than the original vehicle microcomputer and vehicle control unit. For example... Figure 1As shown, the original vehicle microcomputer is powered by DC24V; the vehicle control unit is powered by DC24V; and the automatic driving protection host is powered by DC110V.

[0032] In this embodiment, the light brake, heavy brake, and emergency brake all use separate hardware and independent electrical circuits, and can generate braking force simultaneously.

[0033] In this embodiment, the redundant air brake circuit system consists of a proportional valve, a main valve, and an electric vent valve; the main valve includes valve #1, valve #3, and valve #8.

[0034] The proportional valve is used to control the brake pipe pressure through the locomotive actuation valve to achieve light braking of the locomotive;

[0035] Valve #1 and valve #3 are used to control the pressure in the locomotive train pipe to achieve the locomotive's main brake.

[0036] Valve #8 and electric vent valve are used to control the pressure in the locomotive train pipe to achieve emergency braking of the locomotive.

[0037] In this embodiment, the original vehicle microcomputer, vehicle control unit, and automatic driving protection host are used as control devices. During light braking, the proportional valve is controlled; during emergency braking, valve #8 and electric vent valve are controlled; and during heavy braking, valve #1 and valve #3 are controlled.

[0038] In this embodiment, the original vehicle microcomputer, vehicle control unit, and automatic driving protection host can respectively apply control commands to control the proportional valve, valve #8, electric air release valve, valve #1, and valve #3.

[0039] The present invention also provides an embodiment of a graded braking safety control method, applicable to the locomotive automatic driving redundant braking system described in the above embodiments. The graded braking safety control method includes:

[0040] First-level safety braking: Under the condition that the locomotive's current position has not crossed the protection curve and is lower than the first preset ratio of the protection curve, when the locomotive's current speed is greater than the first preset speed and communication is interrupted for a first preset time, the locomotive unloads and outputs a small brake with a first preset pressure; wherein, the first preset ratio can be 90%, the first preset speed can be 10km / h, the first preset time can be 2s, and the first preset pressure can be 100kPa.

[0041] Secondary safety braking: Under the condition that the locomotive's current position has not crossed the protection curve and is below the first preset proportion of the protection curve, when the locomotive's current speed is greater than a second preset speed but less than the first preset speed and communication is interrupted for a second preset time, the locomotive unloads and applies a small brake with a second preset pressure; wherein, the first preset speed is greater than the second preset speed, the first preset time is less than the second preset time, and the first preset pressure is less than the second preset pressure. The second preset speed can be 5 km / h, the second preset time can be 5 seconds, and the second preset pressure can be 200 kPa;

[0042] This embodiment also includes:

[0043] Three-level safety braking: Under the condition that the locomotive's current position has not crossed the protection curve and is lower than the first preset ratio of the protection curve, when the locomotive's current speed is less than the second preset speed and communication is interrupted for a second preset time, the locomotive unloads and outputs a small brake with a third preset pressure; wherein, the third preset pressure is greater than the second preset pressure; the third preset pressure can be 300 kPa;

[0044] Level 4 safety braking: When the locomotive is above the first preset proportion of the protection curve, communication is interrupted for a second preset time, the locomotive is unloaded, and the main brake is applied for a second preset time.

[0045] Level 5 safety braking: When the locomotive is above the protection curve, emergency braking is applied immediately.

[0046] In this embodiment, the protection curve mainly realizes speed limit protection for different lines or sections during locomotive operation; the horizontal axis of the protection curve is distance, and the vertical axis is locomotive speed.

[0047] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of the present invention. Any modifications or equivalent substitutions that do not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A graded braking safety control method, characterized in that, The graded braking safety control method includes: Level 1 safety braking: When the locomotive's current position has not crossed the protection curve and is below the first preset ratio of the protection curve, and the locomotive's current speed is greater than the first preset speed, and communication is interrupted for a first preset time, the locomotive unloads and outputs a small brake with a first preset pressure. Secondary safety braking: Under the condition that the locomotive's current position has not crossed the protection curve and is lower than the first preset ratio of the protection curve, when the locomotive's current speed is greater than the second preset speed, less than the first preset speed, and communication is interrupted for a second preset time, the locomotive unloads and outputs a small brake with a second preset pressure; wherein, the first preset speed is greater than the second preset speed, the first preset time is less than the second preset time, and the first preset pressure is less than the second preset pressure. Also includes: Three-level safety braking: Under the condition that the locomotive's current position has not crossed the protection curve and is lower than the first preset ratio of the protection curve, when the locomotive's current speed is less than the second preset speed and communication is interrupted for a second preset time, the locomotive unloads and outputs a small brake with a third preset pressure; wherein, the third preset pressure is greater than the second preset pressure; Level 4 safety braking: When the locomotive is above the first preset proportion of the protection curve, communication is interrupted for a second preset time, the locomotive is unloaded, and the main brake is applied for a second preset time. Level 5 safety braking: When the locomotive is above the protection curve, emergency braking is applied immediately; The protection curve is mainly used to limit the speed of locomotives on different lines or sections during operation; the horizontal axis of the protection curve is distance, and the vertical axis is locomotive speed.

2. A redundant braking system for automatic locomotive operation, implementing the redundant braking method for automatic locomotive operation as described in claim 1, characterized in that, This includes an electrical control redundancy system and an air brake circuit redundancy system; the electrical control redundancy system is connected to the air brake circuit redundancy system. The electrical control redundancy system is used to control the air brake circuit redundancy system; The redundant electrical control system consists of the original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host. The original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host are three independently powered control systems. If any one control system fails, the remaining control systems can independently control the locomotive braking. The redundant air brake circuit system is used to achieve light brake braking, heavy brake braking and emergency braking; The original vehicle microcomputer and the vehicle control unit use the same power supply voltage, and the automatic driving protection host uses the same power supply voltage as the original vehicle microcomputer and the vehicle control unit; The small brake, the large brake, and the emergency brake all use separate hardware and independent electrical circuits, and can generate braking force simultaneously. The redundant system of the air brake circuit consists of a proportional valve, a main valve, and an electric vent valve; the main valve includes valve #1, valve #3, and valve #8. The proportional valve is used to control the brake pipe pressure through the locomotive actuation valve to achieve light braking of the locomotive; Valve #1 and valve #3 are used to control the pressure in the locomotive train pipe to achieve the locomotive's main brake. Valve #8 and electric vent valve are used to control the locomotive train pipe pressure to achieve emergency braking of the locomotive; The original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host serve as control devices. During light braking, they control the proportional valve; during emergency braking, they control valve #8 and the electric vent valve; and during heavy braking, they control valve #1 and valve #3. The original vehicle microcomputer, the vehicle control unit, and the automatic driving protection host can respectively apply control commands to control the proportional valve, valve #8, electric venting valve, valve #1, and valve #3.

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