A new energy rail transit engineering vehicle integrated multi-mode fusion intelligent control device and method

Abstract

The application discloses a new energy rail transit engineering vehicle integrated multi-mode fusion intelligent control device and method, the device is connected with a multi-link fusion backboard through a power supply line by a power supply board; an intelligent control module is connected with the multi-link fusion backboard through a multi-mode communication interface; an I / O board is connected with the multi-link fusion backboard through Can communication; a wireless board is connected with the multi-link fusion backboard through Ethernet; a firewall module is connected with the multi-link fusion backboard through Ethernet; a multifunctional interface board is connected with the multi-link fusion backboard through Ethernet, MVB, CAN, RS485 or RS232; an I / O expansion board is connected with the multi-link fusion backboard through Can communication; and a multifunctional expansion interface board is connected with the multi-link fusion backboard through Ethernet, MVB, CAN, RS485 or RS232. The device has high hardware integration, high function integration, high intelligence level and high execution efficiency, is low in cost, small in occupied space, supports rich communication interfaces and realizes intelligent control and end cloud integration.

Description

Technical Field

[0001] This invention belongs to the field of fully automated products and relates to an integrated multi-mode fusion intelligent control device and method for new energy rail transit engineering vehicles. Background Technology

[0002] Currently, the existing vehicle control systems for new energy rail transit engineering vehicles adopt a distributed architecture design. The main components of the system include a central control unit, I / O units (input / output units), data recording units, protocol conversion units, on-board wireless host, various subsystems (such as traction control unit, braking control unit, auxiliary control unit, DC-DC unit, charger, battery system, etc.), and a ground expert system. The control, monitoring, recording, diagnosis, and early warning of the entire vehicle are all distributed among different controllers, and they need to interact with each other to realize their functions. However, under the existing distributed architecture design, data interaction depends on multiple constraints such as communication bus, transmission cycle, data length, and maximum transmission time. Furthermore, due to limitations in vehicle structure, installation space, overall vehicle weight, cost, and application environment, traditional distributed control systems for rail transit engineering vehicles are characterized by a wide variety of equipment, large size, high cost, heavy weight, poor real-time performance, poor coordination, insufficient intelligence, single mode, insufficient safety, and high maintenance difficulty. Under the necessary trend of popularization and development of new energy, new energy rail transit engineering vehicles, as an important infrastructure in the low-carbon era, urgently need a highly integrated, multi-mode fusion intelligent control device that integrates multiple control units of the vehicle to achieve new breakthroughs in multiple dimensions such as lightweighting, miniaturization, integration, low cost, high efficiency, high bandwidth, high timeliness, high safety, multi-mode operation, and intelligence.

[0003] In existing technical solutions, the network control system is divided into various devices according to function and role. That is, the vehicle includes an independent central control unit chassis, I / O unit chassis, protocol conversion gateway, data recording unit, vehicle-mounted wireless host, and ground system, etc. Figure 1 This is a schematic diagram of an existing technical solution;

[0004] Disadvantages of existing technology 1

[0005] 1) There are many types of controllers, and they are expensive.

[0006] 2) The overall volume is large and the weight is difficult to reduce, which cannot meet the requirements of miniaturization and lightweighting.

[0007] 3) Each module needs to interact with other modules through data before it can perform its own functions. The distributed structure limits the flexibility and practicality of the system application.

[0008] 4) Due to the single-mode control module, multiple external conversion devices are required to achieve multi-mode interaction;

[0009] 5) It can only achieve basic control functions, with zero intelligence, and cannot meet the growing needs of the current application of new energy engineering locomotives;

[0010] 6) The distributed structure makes troubleshooting and diagnosis more difficult;

[0011] 7) Overlapping software development and limited software support lead to low development efficiency;

[0012] 8) Unable to independently avoid network infrastructure problems, including transmission, high load, and information loss issues;

[0013] 9) The security of data and the risks of data sharing cannot be guaranteed. Summary of the Invention

[0014] To address the inherent problems of existing new energy engineering vehicle control systems, such as the wide variety of equipment, large size, high cost, heavy weight, poor real-time performance, poor coordination, insufficient intelligence, single mode, insufficient safety, and high maintenance difficulty, the technical solution adopted in this invention is: an integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles, comprising:

[0015] Power supply board, intelligent control module, I / O board, wireless board, firewall module, multi-function interface board, I / O expansion board, multi-function expansion interface board and multi-link converged backplane;

[0016] The power board is connected to the multi-link converged backplane via a power supply line;

[0017] The intelligent control module is connected to the multi-link converged backplane via a multi-mode communication interface;

[0018] The I / O board is connected to the multi-link converged backplane via CAN communication;

[0019] The wireless board is connected to the multi-link converged backplane via Ethernet;

[0020] The firewall module is connected to the multi-link converged backplane via Ethernet;

[0021] The multi-functional interface board is connected to the multi-link converged backplane via Ethernet, MVB, CAN, RS485 or RS232.

[0022] The I / O expansion board is connected to the multi-link converged backplane via CAN communication;

[0023] The multi-functional expansion interface board is connected to the multi-link converged backplane via Ethernet, MVB, CAN, RS485, or RS232.

[0024] Furthermore, the multi-link converged backplane includes power supply links and various industry-standard communication links; the various industry-standard communication links include Ethernet, MVB, CAN, RS485 and RS232.

[0025] Furthermore: the multi-functional interface board includes a front panel;

[0026] The front panel includes a universal communication interface for Ethernet, MVB, CAN, RS485, or RS232. The Ethernet interface is of type M12-D, while the MVB, CAN, RS485, and RS232 interfaces are of type D-SUB9. The CAN, RS485, and RS232 interfaces share one D-SUB9 interface.

[0027] Furthermore, the intelligent control module integrates the main control unit, data recorder, protocol conversion unit, wireless host, and I / O controller with intelligent logic. By constructing a vehicle adaptation requirement tree and adopting a demand-oriented reverse-engineering approach, it determines the applicable vehicle types for this device, including: pure electric new energy engineering locomotives, hydrogen energy engineering locomotives, dual-power engineering locomotives, urban suspended monorails, and trams.

[0028] The vehicle operation control method according to any of the aforementioned integrated multi-mode fusion intelligent control devices for new energy rail transit engineering vehicles includes a power-on or power-off control process, wherein the power-on or power-off control process includes the following steps:

[0029] Once a valid power-on or power-off command is triggered, the command will be issued to execute the relevant power-on or power-off tasks. The power-on or power-off tasks depend on the vehicle design requirements and generally consider the reduction of subsystem load, such as stopping the traction fan, reducing the air conditioning load, turning off the display screen, or turning off the lighting.

[0030] Once all systems have been powered on / off within a fixed time, the power-on / power-off is considered successful. The success information is then fed back to the ground system via the wireless board and Ethernet, and the vehicle display system is notified via the multi-function interface board, vehicle Ethernet, and RS485.

[0031] If the system still fails to power on / off after a fixed time has elapsed since the power-on or power-off command was issued, the power-on / power-off failure is determined, and the power-on or power-off failure information of the whole vehicle and subsystems is fed back to the ground system through the wireless board and Ethernet.

[0032] If a sudden abnormality prevents the power-down process from being completed after a successful power-down, the power-down status of the entire vehicle will be reassessed. If a sudden abnormality prevents the wake-up process from being completed after a successful power-on, the vehicle will be in a powered-on state and will provide a warning to the ground via a fault indication through the wireless board and Ethernet.

[0033] Further, the method comprises intelligent time-division and graded loading process control for loads, and the intelligent time-division and graded loading process control for loads comprises the following steps:

[0034] Communication with each system, namely a traction system, a braking system, an auxiliary converter system, a display system and a power supply system, is realized through a multifunctional interface board, and IO interaction with a vehicle hard-wire circuit can also be realized through an IO board,

[0035] State data and fault data of all systems and equipment of the whole vehicle are obtained through the protocol conversion function of the multifunctional interface board and the intelligent control device, and the actual loading opportunity and loading grade of loads are comprehensively analyzed from multiple perspectives including ground system requirements, driver operation and equipment state,

[0036] wherein the time-division graded input strategy of the traction fan is as follows:

[0037] (1) First: based on the position information of the master controller operated by the driver, a linear input coefficient is calculated according to the following formula;

[0038] y=K*x

[0039] wherein: y: fan input coefficient, K: linear proportionality coefficient, x: master controller position;

[0040] (2) Second: the locomotive running speed is calculated according to the locomotive axle speed, the motor rotating speed and the wheel diameter information, and the frequency under low-speed working conditions is calculated according to the running speed, and the specific method is as follows:

[0041] when the real-time speed satisfies Vx<V<Vy, wherein V is the current speed, Vx is the zero speed value, Vy is the maximum low-speed limit value, and the locomotive continuously operates at low speed for more than the low-speed operation time limit T1, the maximum frequency value is output; until V-Vy>5 and the locomotive continuously exits the low-speed condition for more than the low-speed exit time limit T2, the linear input control in clause (1) is resumed;

[0042] (3) Third: the frequency control value under the current temperature environment is calculated according to the cabinet temperature feedback information from the traction system detected by the multifunctional interface board, and the specific method is as follows:

[0043] when the temperature value Tp is less than 70°C, the output frequency P is obtained, and the expression of the output frequency P is as follows:

[0044] P=20+R*Tp / 10

[0045] wherein: R is a proportionality coefficient;

[0046] when the temperature value satisfies 70°C ≤ Tp < 80°C, the output frequency P is obtained, and the expression of the output frequency P is as follows:

[0047] P=1.3*R*Tp / 10;

[0048] When the temperature is 80≤Tp<120℃, the output frequency P is expressed as follows:

[0049] P = 1.75 * R * Tp / 10

[0050] The maximum output frequency is when the temperature value Tp ≥ 120℃.

[0051] (4) Finally, based on the vehicle speed signal and the fan frequency output model calculated by itself, the final fan input frequency is output. When multiple operating conditions are mixed, the maximum value of the calculated output frequency value for each operating condition is taken. The final frequency output value is communicated to the auxiliary transformer system through the multi-function interface board, and the auxiliary transformer system executes the fan frequency output.

[0052] Furthermore, it includes an intelligent vehicle interior temperature regulation process, which comprises the following steps:

[0053] The system communicates with the air conditioning and display systems via a multi-functional interface board, and simultaneously receives real-time temperatures from temperature sensors in the driver's cab and passenger compartment via an I / O board.

[0054] The system receives the target temperature set by the display system via a multi-functional interface board, calculates the temperature difference based on the actual indoor and outdoor temperatures detected by the IO board, and adjusts the temperature control curve in real time according to the temperature difference range. The output power is then communicated to the air conditioning system via the multi-functional interface board, achieving intelligent temperature control. The adjustment method is as follows:

[0055] By using a preset temperature calculation model, the temperature difference range and adjustment step size are set through the external interface, i.e. the display screen setting interface. By adjusting the step size, the rate at which the temperature rises or falls is controlled, and finally the temperature difference approaches zero, and the temperature stabilizes at the set target temperature.

[0056] Furthermore, it includes an intelligent lighting brightness adjustment process, which comprises the following steps:

[0057] The multi-functional interface board receives real-time brightness data from both the driver's and passenger's interior and exterior light intensity sensors via the I / O board. This data is then used to determine the driver's interior and exterior brightness adjustment coefficients, low beam clearance values, and high beam clearance values, as detailed below:

[0058] The process for determining the brightness adjustment coefficients of the driver's cab and passenger cabin lighting is as follows:

[0059] With the driver's cab and passenger compartment lighting on, if the driver's cab light intensity H < the minimum light intensity HL, the driver's cab light intensity and passenger compartment lighting brightness output are at level 3.

[0060] The lower limit of light intensity HL ≤ the light intensity in the driver's cab H < the middle limit of light intensity HM; the light intensity output of the driver's cab and passenger compartment lighting brightness are at level 2.

[0061] When the light intensity H in the driver's cab exceeds the maximum light intensity limit HH, the lighting brightness output of the driver's cab and passenger compartment is at level 1; the process for determining the indoor brightness adjustment coefficient is the same as the process for determining the indoor and outdoor brightness adjustment coefficients in the driver's cab.

[0062] When the battery voltage is low and a level 2 alarm is triggered, the lighting brightness in the driver's cab and passenger compartment is only allowed to output level 1.

[0063] When the battery voltage is low enough to trigger an alarm, the driver's cab and passenger compartment lighting should be disabled.

[0064] The lighting brightness of the driver's cab and passenger compartment is output to the light source system in the form of current value through the IO board;

[0065] The process for determining the low beam and high beam clearance values ​​is as follows:

[0066] When the driver's outdoor light intensity H < the outdoor light intensity limit HW, the low beam permission is 1; otherwise, it is 0.

[0067] When low beam permission is granted, if the driver receives a high beam soft button operation command set by the driver through the activation terminal display screen via the multi-function interface board, the high beam permission value is 1; otherwise, it is 0.

[0068] Furthermore, it includes a battery intelligent management process, which comprises the following steps:

[0069] The system communicates with the battery system via a multi-functional interface board, and monitors the battery's capacity, temperature, usage status, charging and discharging conditions and rates, and battery fault information in real time. This information is then imported into the battery health diagnostic model to calculate battery life in real time. Simultaneously, the system monitors the battery output voltage.

[0070] When voltage threshold I < battery output voltage < voltage threshold II, a secondary alarm is sent to the ground center via wireless board and Ethernet, and a charging reminder is sent to the vehicle display screen via multi-function interface board;

[0071] When the battery output voltage is less than the voltage threshold I, a level one alarm is sent to the ground center via the wireless board and Ethernet, and at the same time, the vehicle display screen is notified to provide a charging reminder via the multi-function interface board.

[0072] Furthermore: This includes the process of data cleaning via a wireless board and data storage, wherein the data cleaning includes status data cleaning and fault cleaning;

[0073] The status data cleaning process is achieved by connecting to the communication link through a multi-functional interface board to obtain communication process data of all systems and to obtain the vehicle hard-wired signal status through the IO board. Data useful for vehicle maintenance and fault analysis is selected and can be imported at any time through a dedicated maintenance tool (PTU). The imported data is filtered from the massive amount of data based on the retrieval model and filtering mechanism and then uploaded to the ground system through a wireless board.

[0074] The fault data cleaning process involves cleaning the acquired fault data based on the internal fault tree model. The cleaning principle is as follows: analyze the secondary faults of the fault to be cleaned upwards until the root cause of the fault is found, and report the root cause fault to the ground system via the wireless board. The fault to be cleaned will no longer be reported. If no secondary faults are found during the cleaning process, the fault to be cleaned will be reported directly via the wireless board.

[0075] This invention provides an integrated multi-mode fusion intelligent control device and method for new energy rail transit engineering vehicles. This integrated multi-mode fusion intelligent control device, applicable to new energy rail transit engineering vehicles, integrates multiple control units of the vehicle, achieving breakthroughs in multiple dimensions such as lightweighting, miniaturization, integration, low cost, high efficiency, high bandwidth, high timeliness, high safety, and multi-mode intelligence. It achieves four highs, one low, and one small inconsistency in the control system (high hardware integration, high functional integration, high intelligence level, high execution efficiency; low cost, small footprint), supports rich communication interfaces, and is equipped with intelligent control software. Ultimately, it realizes the "hardware and software" integration of various components of the entire vehicle train control and monitoring system, achieving intelligent control and end-to-cloud integration.

[0076] (1) This invention researches and develops an integrated multi-mode fusion intelligent control device and method suitable for new energy engineering locomotives, which effectively improves the system hardware integration (5-in-1), functional integration (5-in-1), and saves equipment installation space (70% installation space saving) and weight reduction (75% weight reduction); adopts a multi-mode interface design, which can adapt to more than 80% of industrial control environments; for the first time in China, a platform-based multi-mode intelligent control device with integrated features and suitable for new energy engineering locomotives has been formed, with a localization rate of up to 100%; compared with existing network control systems, the integrated multi-mode fusion intelligent control device can reduce costs by up to 70%.

[0077] (2) Multi-controller fusion technology and link integration technology, invented an integrated multi-mode fusion intelligent control device suitable for new energy engineering locomotives and an intelligent control software module with energy saving and emission reduction features, achieving a double improvement in the intelligent vehicle control level and energy saving and emission reduction level of new energy engineering locomotives;

[0078] (3) An integrated multi-mode fusion intelligent control device suitable for new energy rail transit engineering vehicles is proposed, which integrates multiple control units of the vehicle to achieve new breakthroughs in multiple dimensions such as lightweight, miniaturization, integration, low cost, high efficiency, high bandwidth, high timeliness, high safety, multi-mode and intelligence.

[0079] (4) The control system achieves 4 highs, 1 low and 1 small (high hardware integration, high functional integration, high intelligence level, high execution efficiency; low cost and small space occupation), supports rich communication interfaces, is equipped with intelligent control software, and finally realizes the "hardware and software" combination of various components of the whole vehicle train control and monitoring system, and realizes intelligent control and end-to-cloud integration.

[0080] (5) It integrates multi-mode protocols and multi-mode interfaces, and is compatible with the functional and non-functional requirements of different vehicle models and even cross-platform vehicle models. In addition to new energy rail transit engineering vehicles, it is also applicable to subways, urban rail transit, electric locomotives, etc.

[0081] The beneficial effects of the present invention are mainly reflected in the following aspects:

[0082] (1) This invention researches and develops an integrated multi-mode fusion intelligent control device suitable for new energy engineering locomotives, which effectively improves the system hardware integration (5-in-1), functional integration (5-in-1), and saves equipment installation space (70% installation space saving) and weight reduction (75% weight reduction); adopts a multi-mode interface design, which can adapt to more than 80% of industrial control environments; for the first time in China, a platform-based multi-mode intelligent control device with integrated features and suitable for new energy engineering locomotives has been formed, with a localization rate of up to 100%.

[0083] (2) It integrates an on-board intelligent operation and maintenance host suitable for new energy engineering locomotives. It is highly reusable and has achieved multiple functions such as vehicle-to-ground wireless transmission, cloud platform storage, vehicle status display on computer and mobile phone, fault warning alarm, and data statistics with outstanding cost advantages, thereby improving the maintenance efficiency of user applications.

[0084] (3) It is equipped with intelligent main control software suitable for new energy engineering locomotives and has the characteristics of energy saving and emission reduction. Under the premise of ensuring the basic needs and safety of vehicle operation, it can realize intelligent time-sharing and graded investment of different loads according to different application scenarios, saving about 180 kWh of electricity per vehicle per day.

[0085] (4) It integrates multi-mode protocols and multi-mode interfaces, and is compatible with the functional and non-functional requirements of different models and even cross-platform models.

[0086] (5) The cost reduction of a single-train network control system can reach 70%;

[0087] (6) Integrate multiple control units of the vehicle to achieve new breakthroughs in multiple dimensions such as lightweighting, miniaturization, integration, low cost, high efficiency, high bandwidth, high timeliness, high safety, multi-mode and intelligence.

[0088] (7) The architecture is highly flexible, meeting the needs of rapid iterative development and market launch, and has high revenue-generating and market promotion value. Attached Figure Description

[0089] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0090] Figure 1 The topology of existing technologies;

[0091] Figure 2 This is a structural diagram of the device;

[0092] Figure 3 This is the controller fusion schematic diagram;

[0093] Figure 4 This is a tree structure diagram of vehicle adaptation requirements;

[0094] Figure 5 It is a block diagram of the power-on and power-off logic control.

[0095] Figure 6 This is a schematic diagram of the vehicle's communication topology;

[0096] Figure 7 This is a diagram showing the fault operation of the train's fire safety loop. Detailed Implementation

[0097] It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and embodiments.

[0098] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0099] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0100] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0101] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0102] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0103] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0104] Figure 2 This is a structural diagram of the device;

[0105] An integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles includes:

[0106] Power supply board, intelligent control module, I / O board, wireless board, firewall module, multi-function interface board, I / O expansion board, multi-function expansion interface board and multi-link converged backplane;

[0107] The power board is connected to the multi-link converged backplane via a power supply line;

[0108] The intelligent control module is connected to the multi-link converged backplane via a multi-mode communication interface;

[0109] The I / O board is connected to the multi-link converged backplane via CAN communication;

[0110] The wireless board is connected to the multi-link converged backplane via Ethernet;

[0111] The firewall module is connected to the multi-link converged backplane via Ethernet;

[0112] The multi-functional interface board is connected to the multi-link converged backplane via Ethernet, MVB, CAN, RS485 or RS232.

[0113] The I / O expansion board is connected to the multi-link converged backplane via CAN communication;

[0114] The multi-functional expansion interface board is connected to the multi-link converged backplane via Ethernet, MVB, CAN, RS485, or RS232.

[0115] The device adopts a 3U50TE chassis structure. The power board, intelligent control module, I / O board, wireless board, firewall module, multi-function interface board, I / O expansion board, and multi-function expansion interface board all adopt a pluggable board structure, which is convenient for installation and maintenance.

[0116] The multi-link converged backplane supports multi-board expansion, and each board is not limited by board position. It can be installed and plugged in any position (except for the power board), which improves the application flexibility and scalability in different adaptation environments.

[0117] The multi-link converged backplane is designed with power supply links and various industry-standard communication links (Ethernet, MVB, CAN, RS485, RS232). The base interfaces of each inserted board are also designed with the above-mentioned circuits. Each board is designed with relevant circuits, and the required communication circuit drivers are controlled and selected by software. Boards with the same function are distinguished by address through physical DIP switches on the front panel. The interface design between each board and the backplane is the same, so different types of boards can be expanded and interchanged at will.

[0118] The multi-functional interface board includes a front panel;

[0119] The front panel includes a universal communication interface for Ethernet, MVB, CAN, RS485, or RS232. The Ethernet interface is of type M12-D, while the MVB, CAN, RS485, and RS232 interfaces are of type D-SUB9. The CAN, RS485, and RS232 interfaces share one D-SUB9 interface.

[0120] Different pin combinations are used for differentiation, improving interface integration. The board can communicate with the vehicle's intelligent control device through the backplane. The vehicle's intelligent control device integrates a protocol conversion module, enabling customized protocol interaction.

[0121] When paired with a wireless board, it enables multi-mode wireless data upload and is compatible with cloud platforms to achieve multiple functions such as cloud data storage, vehicle status display on computers and mobile phones, fault warning alarms, and data statistics, thereby improving the intelligence level of user applications and maintenance efficiency.

[0122] Use a security firewall to prevent malicious attacks and ensure system security;

[0123] The integrated approach not only reduces the overall system weight and achieves lightweighting, but also allows the architecture to be more flexible and meet the needs of rapid iterative development and market launch.

[0124] This device integrates multiple controllers within the system, including the main control unit, data logger, protocol conversion unit, wireless host, and I / O controller, and incorporates intelligent logic. It reuses some common software modules (including CheckData_Input, CheckData_Output, digital filtering function block, analog moving average function block, data upload function block, time publishing and correction function block, data packet verification function block, data packet assembly function block, and online device judgment function block, etc.), thereby improving the overall development efficiency of the system and forming a more functionally integrated intelligent control module.

[0125] Figure 3 This is the controller fusion schematic diagram;

[0126] The intelligent control module integration solution considers the functional and non-functional requirements of different vehicle models, and even cross-platform models, thereby ensuring the flexibility of the architecture. The main implementation methods are as follows:

[0127] (1) Construct a vehicle adaptation requirement tree and design the communication requirements and main control function requirements for different common vehicle models; Figure 4 This is a tree structure diagram of vehicle adaptation requirements;

[0128] (2) Adopting a demand-oriented reverse-engineering approach, based on the following vehicle adaptation requirement tree, the main vehicle types applicable to the integrated multi-mode fusion intelligent control device are determined to be: pure electric new energy engineering locomotives, hydrogen energy engineering locomotives, internal electric dual-source engineering locomotives, urban suspended monorails, and trams; the main communication methods include Ethernet, MVB, CAN, RS485, RS232, etc.; the main functions include: vehicle control, IO control, wireless upload, protocol conversion, network security, data recording, etc.

[0129] The vehicle operation control method of any of the new energy rail transit engineering vehicles integrated multi-mode fusion intelligent control devices includes intelligent power-on or power-off control process, intelligent load time-sharing and graded input process control, intelligent indoor temperature adjustment process control, intelligent lighting brightness adjustment process control, and intelligent battery management process control.

[0130] The intelligent power-on or power-off control process includes the following steps:

[0131] The intelligent power-on and power-off commands include two parts: (1) Automatic power-on and power-off in fully automatic mode. The vehicle intelligent control module receives the power-on and power-off commands sent by the ground system through the wireless board and Ethernet (after being protected by a security firewall).

[0132] (2) Manual power-on / power-off in manual mode: Power-on and power-off commands are executed by operating the manual control lever or the manual power-on / power-off buttons on the maintenance interface of the activation terminal display. During manual operation, the manual power-on / power-off commands are fed back to the ground system via a wireless board and Ethernet. The following figure shows the power-on / power-off control logic block. Figure 5 As shown

[0133] Once a valid power-on or power-off command is triggered, the command will be issued to execute the relevant power-on or power-off tasks. The power-on or power-off tasks depend on the vehicle design requirements and generally consider the reduction of subsystem load, such as stopping the traction fan, reducing the air conditioning load, turning off the display screen, and turning off the lighting.

[0134] Once all systems have been powered on / off within a fixed time, the power-on / power-off is considered successful. The success information is then fed back to the ground system via the wireless board and Ethernet, and the vehicle display system is notified via the multi-function interface board, vehicle Ethernet, and RS485.

[0135] If the system still fails to power on / off after a fixed time has elapsed since the power-on or power-off command was issued, the power-on / power-off failure is determined, and the power-on or power-off failure information of the whole vehicle and subsystems is fed back to the ground system through the wireless board and Ethernet.

[0136] The fixed time can be 5 minutes;

[0137] If a sudden abnormality prevents the power-down process from being completed after a successful power-down, the power-down status of the entire vehicle will be reassessed. If a sudden abnormality prevents the wake-up process from being completed after a successful power-on, the vehicle will be in a powered-on state and will provide a warning to the ground via a fault indication through the wireless board and Ethernet.

[0138] The intelligent time-sharing and graded load control process includes the following steps:

[0139] The multi-functional interface board enables communication with various systems, including the traction system, braking system, auxiliary transformer system, display system, and power supply system (via Ethernet, MVB, CAN, RS485, RS232, etc.). It also allows for I / O interaction with the vehicle's hardwired circuitry via the I / O board.

[0140] Therefore, by utilizing the protocol conversion functions of the multi-functional interface board and intelligent control device, the status and fault data of all systems and equipment in the vehicle can be obtained. This allows for a comprehensive analysis of the actual load input and its level from multiple perspectives, including ground system requirements, driver operation, and equipment status.

[0141] The time-sharing and tiered deployment strategy for traction fans is as follows:

[0142] First, the notch position information of the driver controller operated by the driver is detected, and a linear input coefficient is calculated according to the following formula;

[0143] y=K*x

[0144] Wherein: y: fan input coefficient, K: linear proportional coefficient, x: driver controller notch position;

[0145] (2) Second step: calculating the locomotive operating speed according to the locomotive axle speed, motor rotating speed and wheel diameter information, and calculating the frequency under low-speed working condition according to the operating speed, wherein the specific method is as follows:

[0146] when Vx < real-time speed V < Vy and the locomotive continuously operates at low speed for more than the low-speed operation time limit T1, outputting the maximum frequency value, wherein, V is current speed, Vx is zero speed value, Vy is maximum low speed limit; until V - Vy > 5 and the locomotive continuously exits the low-speed state for more than the low-speed exit time limit T2, the linear input control in step (1) is resumed;

[0147] (3) Third step: obtaining a temperature feedback inside the cabinet from the traction system detected by a multi-function interface board, and calculating a frequency control value under the temperature environment, wherein the specific method is as follows:

[0148] when the temperature Tp < 70 ℃, outputting a frequency P, and the expression of the output frequency P is as follows:

[0149] P=20+R*Tp / 10

[0150] Wherein: R is a proportional coefficient;

[0151] when the temperature satisfies 70 ≤ Tp < 80 ℃, outputting a frequency P, and the expression of the output frequency P is as follows:

[0152] P=1.3*R*Tp / 10;

[0153] when the temperature satisfies 80 ≤ Tp < 120 ℃, outputting a frequency P, and the expression of the output frequency P is as follows:

[0154] P=1.75*R*Tp / 10

[0155] when the temperature Tp ≥ 120 ℃, outputting the maximum frequency.

[0156] (4) Finally, outputting the final fan input frequency according to the self-calculated vehicle speed signal and the fan frequency output model; when multiple working conditions are mixed, taking the maximum value of the output frequency values calculated for each working condition; the final frequency output value is notified to the auxiliary converter system through the multi-function interface board, and the auxiliary converter system executes the output of the fan frequency.

[0157] Further, the intelligent regulation process of the vehicle interior temperature comprises the following steps:

[0158] The multi-functional interface board enables communication with the air conditioning system and display system (via Ethernet, MVB, CAN, RS485, RS232, etc.), and simultaneously receives real-time temperatures from the driver's cab and interior / exterior temperature sensors via the I / O board.

[0159] The system receives the target temperature set by the display system via a multi-functional interface board, calculates the temperature adjustment coefficient based on the actual indoor and outdoor temperatures detected by the IO board, adjusts the temperature control curve in real time based on the difference between the actual and target temperatures, and informs the air conditioning system of the output power through the multi-functional interface board to achieve intelligent temperature adjustment. The adjustment method is as follows:

[0160] By using a preset temperature calculation model, the temperature difference range and adjustment step size are set through the external interface, i.e. the display screen setting interface. By adjusting the step size, the rate at which the temperature rises or falls is controlled, and finally the temperature difference approaches zero, and the temperature stabilizes at the set target temperature.

[0161] Furthermore, the intelligent lighting brightness adjustment process includes the following steps:

[0162] The system uses a multi-functional interface board to receive real-time brightness data from the driver's cab and interior / exterior light intensity sensors via an I / O board. This allows the system to determine the indoor brightness adjustment coefficient, low beam allowance, and high beam allowance. The I / O board then outputs the indoor brightness analog current value and the DO signals for low beam and high beam control, enabling intelligent brightness adjustment.

[0163] The process for determining the brightness adjustment coefficients of the driver's cab and passenger cabin lighting is as follows:

[0164] With the driver's cab and passenger compartment lighting on, if the driver's cab light intensity H < the minimum light intensity HL, the driver's cab light intensity and passenger compartment lighting brightness output are at level 3.

[0165] The lower limit of light intensity HL ≤ the light intensity in the driver's cab H < the middle limit of light intensity HM; the light intensity output of the driver's cab and passenger compartment lighting brightness are at level 2.

[0166] When the light intensity H in the driver's cab exceeds the maximum light intensity limit HH, the lighting brightness output of the driver's cab and passenger compartment is at level 1; the process for determining the indoor brightness adjustment coefficient is the same as the process for determining the indoor and outdoor brightness adjustment coefficients in the driver's cab.

[0167] When the battery voltage is low and a level 2 alarm is triggered, the lighting brightness in the driver's cab and passenger compartment is only allowed to output level 1.

[0168] When the battery voltage is low enough to trigger an alarm, the driver's cab and passenger compartment lighting should be disabled.

[0169] The lighting brightness of the driver's cab and passenger compartment is output to the light source system in the form of current value through the IO board;

[0170] The process for determining the low beam and high beam clearance values ​​is as follows:

[0171] When the driver's outdoor light intensity H < the outdoor light intensity limit HW, the low beam permission is 1; otherwise, it is 0.

[0172] When low beam permission is granted, if the driver receives a high beam soft button operation command set by the driver through the activation terminal display screen via the multi-function interface board, the high beam permission value is 1; otherwise, it is 0.

[0173] Furthermore, the intelligent battery management process includes the following steps:

[0174] The multi-functional interface board enables communication with the battery system (via Ethernet, MVB, CAN, RS485, RS232, etc.) and monitors the battery's capacity, temperature, usage status, charging and discharging conditions and charging and discharging speed, and battery fault information in real time. It also imports the battery health diagnosis model and calculates the battery life in real time; and monitors the battery output voltage.

[0175] When voltage threshold I < battery output voltage < voltage threshold II, a secondary alarm is sent to the ground center via wireless board and Ethernet, and a charging reminder is sent to the vehicle display screen via multi-function interface board;

[0176] When the battery output voltage is less than the voltage threshold I, a level one alarm is sent to the ground center via the wireless board and Ethernet, and at the same time, the vehicle display screen is notified to provide a charging reminder via the multi-function interface board.

[0177] The voltage threshold I is set to 77V, and the voltage threshold II is set to 84V.

[0178] Furthermore, data cleaning is achieved through a wireless board, which is the process of storing the data. The data cleaning includes status data cleaning and fault cleaning.

[0179] The aforementioned status data cleaning process accesses the communication link via a multi-functional interface board to acquire communication process data from all systems and obtains vehicle hardwired signal status via an I / O board. However, such a massive amount of data is not all needed by users; uploading everything would not only waste bandwidth and resources but also cause difficulties for users in filtering and parsing. This invention can select data useful for vehicle maintenance and fault analysis based on professional needs such as maintenance and design. This data can be imported at any time using a dedicated maintenance tool (PTU). Based on a retrieval model and filtering mechanism, the imported data can be filtered from the massive dataset and uploaded to the ground system via a wireless board.

[0180] The filtering rules include: fault level, fault code, fault association priority, fault occurrence and resolution, fault sequence, and fault occurrence time difference, etc.

[0181] The fault data cleaning process involves cleaning the acquired fault data based on an internal fault tree model (a fault tree is set up for all fault entries with the potential for secondary faults). The cleaning principle is as follows: analyze the secondary faults of the fault to be cleaned upwards until the root cause of the fault is found, and report the root cause fault to the ground system via the wireless board. The fault to be cleaned will no longer be reported. If no secondary fault is found during the cleaning process, the fault to be cleaned will be reported directly via the wireless board.

[0182] Figure 6 This is a schematic diagram of the vehicle's communication topology;

[0183] Figure 7 This is a diagram showing the fault operation of the train's fire safety loop.

[0184] Integrating a multi-mode protocol conversion function block improves the flexibility of application scenarios for the integrated multi-mode fusion intelligent control device;

[0185] It integrates in-vehicle wireless host functionality; it enables data cleaning and can wirelessly transmit data to a local storage device.

[0186] This intelligent control module integrates I / O control function blocks to enable interaction with hard-wired circuits;

[0187] This intelligent control module integrates a data recording function block to enable the periodic recording and storage of various process data.

[0188] 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 them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle operation control method for an integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles, characterized in that: The integrated intelligent control device comprises: a power board, an intelligent control module, an I / O board, a wireless board, a firewall module, a multi-function interface board, an I / O expansion board, a multi-function expansion interface board and a multi-link fusion backplane; the power board is connected to the multi-link fusion backplane via a power supply line; the intelligent control module is connected to the multi-link fusion backplane via a multi-mode communication interface; the I / O board is connected to the multi-link fusion backplane via CAN communication; the wireless board is connected to the multi-link fusion backplane via Ethernet; the firewall module is connected to the multi-link fusion backplane via Ethernet; the multi-function interface board is connected to the multi-link fusion backplane via Ethernet, MVB, CAN, RS485 or RS232; the I / O expansion board is connected to the multi-link fusion backplane via CAN communication; the multi-function expansion interface board is connected to the multi-link fusion backplane via Ethernet, MVB, CAN, RS485 or RS232; a vehicle operation control method for the integrated multi-mode fusion intelligent control device of new energy rail transit engineering vehicles comprises load intelligent time-sharing and graded input process control, and the load intelligent time-sharing and graded input process control comprises the following steps: communication with each system, namely a traction system, a braking system, an auxiliary conversion system, a display system and a power supply system, is implemented through the multi-function interface board, and I / O interaction with a vehicle hard-wire circuit can also be implemented through the I / O board, status data and fault data of all systems and equipment of the whole vehicle are acquired through the protocol conversion function of the multi-function interface board and the intelligent control device, and the input opportunity and input grade of the load are comprehensively analyzed from multiple perspectives including ground system requirements, driver operation and equipment status, wherein the time-sharing and graded input strategy for a traction fan is as follows: (1) First: a linear input coefficient is calculated according to the following formula based on the position information of a driver's controller operated by a driver; y=K x wherein: y: fan input coefficient, K: linear proportional coefficient, x: position of the driver's controller; (2) Second: the locomotive operating speed is calculated according to locomotive axle speed, motor rotating speed and wheel diameter information, and the low-speed working condition frequency is calculated according to the operating speed, and the specific method is: when Vx < real-time speed V < Vy, where V is the current speed, Vx is the zero speed value, Vy is the maximum low-speed limit value, and the locomotive continuously operates at low speed for more than the low-speed operation time limit T1, the maximum frequency value is output; and until V - Vy > 5 and the locomotive continuously exits the low-speed state for more than the low-speed exit time limit T2, the linear input control in step (1) is resumed; (3) Third: the frequency control value under the current temperature environment is calculated according to the cabinet temperature feedback information from the traction system detected by the multi-function interface board, and the specific method is: when the temperature value Tp < 70°C, the output frequency P is output, and the expression of the output frequency P is as follows: P=20+R Tp / 10 wherein: R is a proportional coefficient; when the temperature value 70 ≤ Tp < 80°C, the output frequency P is output, and the expression of the output frequency P is as follows: P=1.3 R Tp / 10; when the temperature value 80 ≤ Tp < 120°C, the output frequency P is output, and the expression of the output frequency P is as follows: P=1.75 R Tp / 10 when the temperature value Tp ≥ 120°C, the maximum frequency is output; (4) Finally, based on the vehicle speed signal and the fan frequency output model calculated by itself, the final fan input frequency is output. When multiple operating conditions are mixed, the maximum value of the calculated output frequency value for each operating condition is taken. The final frequency output value is communicated to the auxiliary transformer system through the multi-function interface board, and the auxiliary transformer system executes the fan frequency output.

2. The vehicle operation control method of the integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles according to claim 1, characterized in that: The multi-link converged backplane includes power supply links and various industry-standard communication links; these industry-standard communication links include Ethernet, MVB, CAN, RS485, and RS232.

3. The vehicle operation control method of the integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles according to claim 1, characterized in that: The multi-functional interface board includes a front panel; The front panel includes a universal communication interface for Ethernet, MVB, CAN, RS485, or RS232. The Ethernet interface is of type M12-D, while the MVB, CAN, RS485, and RS232 interfaces are of type D-SUB9. The CAN, RS485, and RS232 interfaces share one D-SUB9 interface.

4. The vehicle operation control method of the integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles according to claim 1, characterized in that: The intelligent control module integrates the main control unit, data recorder, protocol conversion unit, wireless host, and I / O controller with intelligent logic. By constructing a vehicle adaptation requirement tree and adopting a demand-oriented reverse-engineering approach, it determines that the applicable vehicle types for this device include: pure electric new energy engineering locomotives, hydrogen energy engineering locomotives, dual-power engineering locomotives, urban suspended monorails, and trams.

5. The vehicle operation control method of the integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles according to claim 1, characterized in that: This includes a power-on or power-off control process, which includes the following steps: Once a valid power-on or power-off command is triggered, the command will be issued to execute the relevant power-on or power-off tasks. The power-on or power-off tasks depend on the vehicle design requirements and take into account the load reduction of subsystems, including stopping the traction fan, reducing the air conditioning load, turning off the display screen, or turning off the lighting. Once all systems have been powered on / off within a fixed time, the power-on / power-off is considered successful. The success information is then fed back to the ground system via the wireless board and Ethernet, and the vehicle display system is notified via the multi-function interface board, vehicle Ethernet, and RS485. If the system still fails to power on / off after a fixed time has elapsed since the power-on or power-off command was issued, the power-on / power-off failure is determined, and the power-on or power-off failure information of the whole vehicle and subsystems is fed back to the ground system through the wireless board and Ethernet. If a sudden abnormality prevents the power-down process from being completed after a successful power-down, the power-down status of the entire vehicle will be reassessed. If a sudden abnormality prevents the wake-up process from being completed after a successful power-on, the vehicle will be in a powered-on state and will provide a warning to the ground via a fault indication through the wireless board and Ethernet.

6. The vehicle operation control method of the integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles according to claim 1, characterized in that: This includes an intelligent vehicle interior temperature regulation process, which comprises the following steps: The system communicates with the air conditioning and display systems via a multi-functional interface board, and simultaneously receives real-time temperatures from temperature sensors in the driver's cab and passenger compartment via an I / O board. The system receives the target temperature set by the display system via a multi-functional interface board, calculates the temperature difference based on the actual indoor and outdoor temperatures detected by the IO board, adjusts the temperature control curve in real time according to the temperature difference range, and informs the air conditioning system of the output power through the multi-functional interface board to achieve intelligent temperature regulation. The adjustment method is as follows: By using a preset temperature calculation model, the temperature difference range and adjustment step size are set through the external interface, i.e. the display screen setting interface. By adjusting the step size, the rate at which the temperature rises or falls is controlled, and finally the temperature difference approaches zero, and the temperature stabilizes at the set target temperature.

7. The vehicle operation control method of the integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles according to claim 1, characterized in that: This includes an intelligent lighting brightness adjustment process, which comprises the following steps: The multi-functional interface board receives real-time brightness data from both the driver's and passenger's interior and exterior light intensity sensors via the I / O board. This data is then used to determine the driver's interior and exterior brightness adjustment coefficients, low beam clearance values, and high beam clearance values, as detailed below: The process for determining the indoor and outdoor brightness adjustment coefficients for the driver's cab is as follows: With the driver's cab and passenger compartment lighting on, if the driver's cab light intensity H < the minimum light intensity HL, the driver's cab light intensity and passenger compartment lighting brightness output are at level 3. The lower limit of light intensity HL ≤ the light intensity in the driver's cab H < the middle limit of light intensity HM; the light intensity output of the driver's cab and passenger compartment lighting brightness are at level 2. When the light intensity H in the driver's cab exceeds the maximum light intensity limit HH, the lighting brightness output of the driver's cab and passenger compartment is level 1. The process for determining the indoor brightness adjustment coefficient is the same as the process for determining the driver's indoor and outdoor brightness adjustment coefficients. When the battery voltage is low and a level 2 alarm is triggered, the lighting brightness in the driver's cab and passenger compartment is only allowed to output level 1. When the battery voltage is low enough to trigger an alarm, the driver's cab and passenger compartment lighting should be disabled. The lighting brightness of the driver's cab and passenger compartment is output to the light source system in the form of current value through the IO board; The process for determining the low beam and high beam clearance values ​​is as follows: When the driver's outdoor light intensity H < the outdoor light intensity limit HW, the low beam permission is 1; otherwise, it is 0. When low beam permission is granted, if the driver receives a high beam soft button operation command set by the driver through the activation terminal display screen via the multi-function interface board, the high beam permission value is 1; otherwise, it is 0.

8. The vehicle operation control method of the integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles according to claim 1, characterized in that: This includes a battery intelligent management process, which comprises the following steps: The system communicates with the battery system via a multi-functional interface board, and monitors the battery's capacity, temperature, usage status, charging and discharging conditions and rates, and battery fault information in real time. This information is then imported into the battery health diagnostic model to calculate battery life in real time. Simultaneously, the system monitors the battery output voltage. When voltage threshold I < battery output voltage < voltage threshold II, a secondary alarm is sent to the ground center via wireless board and Ethernet, and a charging reminder is sent to the vehicle display screen via multi-function interface board; When the battery output voltage is less than the voltage threshold I, a level one alarm is sent to the ground center via the wireless board and Ethernet, and at the same time, the vehicle display screen is notified to provide a charging reminder via the multi-function interface board.

9. The vehicle operation control method of the integrated multi-mode fusion intelligent control device for new energy rail transit engineering vehicles according to claim 1, characterized in that: This includes the process of data cleaning via a wireless board and data storage, wherein the data cleaning includes status data cleaning and fault cleaning; The status data cleaning process is achieved by connecting to the communication link through a multi-functional interface board to obtain communication process data of all systems and to obtain the vehicle hard-wired signal status through the IO board. Data useful for vehicle maintenance and fault analysis is selected and can be imported at any time through a dedicated maintenance tool (PTU). The imported data is filtered from the massive amount of data based on the retrieval model and filtering mechanism and then uploaded to the ground system through a wireless board. The fault data cleaning process involves cleaning the acquired fault data based on the internal fault tree model. The cleaning principle is to analyze the secondary faults of the fault to be cleaned upwards until the root cause of the fault is found, and then report the root cause fault to the ground system via the wireless board. The fault to be cleaned will no longer be reported. If no secondary faults are found during the cleaning process, the faults to be cleaned are reported directly through the wireless board.

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