Train automatic driving traction control system

Abstract

The train automatic driving traction control system of the present application comprises an automatic driving control host and a locomotive inherent traction control circuit; the traction control circuit comprises control contacts; the automatic driving control host comprises a CPU board, a digital quantity I / O board and a control board, the CPU board controls the digital quantity I / O board to output a level control signal, and the control board converts the level control signal into a control signal suitable for the voltage level of the traction control circuit; the control signal suitable for the voltage level of the traction control circuit is directly applied to a line connected in series with the control contacts. The technical advantage of the present application is that the voltage signal output by the digital circuit is converted into a control signal suitable for the voltage level of the locomotive inherent traction control circuit, the interface between the automatic driving device and the locomotive traction control circuit is realized, and no modification is needed for the locomotive inherent traction control circuit.

Description

Technical Field

[0001] This invention relates to the field of train automatic driving technology, and more particularly to traction control for train automatic driving. Background Technology

[0002] In the high-speed rail sector, my country has completed the research and development of an Automatic Train Operation (ATO) system based on high-speed train operation, and it has been put into application on some high-speed rail lines. The ATO system traction control technology in the high-speed rail sector is mainly used in conjunction with high-power Harmony model locomotives based on Computer-Controlled System (TCMS). The TCMS interface module enables bidirectional data exchange between the ATO system and the locomotive control system, allowing the ATO system to acquire key train operation information from the TCMS and send traction control commands to the locomotive control system.

[0003] However, the development of automatic driving technology for freight trains has been relatively slow. Most freight trains are pulled by diesel locomotives and conventional electric locomotives, neither of which have a microcomputer network control system. They rely on their own traction control circuits to convert the driver's commands into traction control signals for the locomotive. To achieve automatic driving on diesel and conventional electric locomotives, the interface problem between the ATO system and the locomotive's own traction control circuit must first be solved. Currently, no relevant technology for interfacing with the traction control circuits of diesel and conventional electric locomotives has been found, and no automatic driving traction control technology for diesel and conventional electric locomotives has been observed. Summary of the Invention

[0004] The purpose of this invention is to provide an automated driving traction control system and control method with high safety and reliability applicable to both diesel locomotives and conventional electric locomotives.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] An automatic train traction control system includes an automatic train control host and a traction control circuit inherent to the locomotive. The traction control circuit includes control contacts. The automatic train control host includes a CPU board, a digital I / O board, and a control board. The CPU board controls the digital I / O board to output a level control signal. The control board converts the level control signal into a control signal adapted to the voltage level of the traction control circuit. The output line of the control signal adapted to the voltage level of the traction control circuit is directly connected in parallel with the line where the control contacts are located. The control signal adapted to the voltage level of the traction control circuit is directly applied to the line connected in series with the control contacts.

[0007] Furthermore, the train automatic driving traction control system also includes a main control relay; the CPU board also controls the digital I / O board to output a dynamic wave signal, and the control board converts the dynamic wave signal into an excitation signal for the coil of the main control relay; the normally open contact of the main control relay is connected in series on the output line of the control signal adapted to the voltage level of the traction control circuit, for conducting or cutting off the control signal adapted to the voltage level of the traction control circuit.

[0008] Furthermore, the control board can also detect the status of its internal relays and send a feedback signal to the digital I / O board; the digital I / O board preprocesses the feedback signal and sends it to the CPU board; the CPU board can determine whether the relays inside the control board have malfunctioned by comparing the feedback signal with the level control signal or dynamic wave signal.

[0009] Specifically, the control board has relay normally open contact output circuits of the first, second, third, and fourth types, wherein: each pair of the first type relay normally open contact output circuits is controlled by two normally open contacts of the same 2a2b relay, and the control signals output by the two output circuits are used as direction control and operating condition control during automatic driving, respectively; the fourth type relay normally open contact output circuit includes a dynamic square wave to negative power supply circuit, which uses the high and low transformation of the square wave to transfer the energy of the power supply voltage to the output terminal of the circuit through a capacitor, and forms a negative power supply at the output terminal of the circuit to drive the relay coil in the fourth type relay normally open contact output circuit.

[0010] Furthermore, the train automatic driving traction control system also includes an emergency controller for forced isolation.

[0011] A train automatic driving traction control method includes: an automatic driving control host outputting a control signal adapted to the voltage level of the locomotive's inherent traction control circuit; directly connecting the output line of the control signal adapted to the voltage level of the traction control circuit to the line containing the control contacts in the traction control circuit; directly applying the control signal adapted to the voltage level of the traction control circuit to the line connected in series with the control contacts; the automatic driving control host controlling the combination of voltage signals applied to the line connected in series with the control contacts to control the locomotive's running direction, operating conditions, and diesel engine speed; and setting a main control relay to... The normally open contact of the main control relay is connected in series on the output line of the control signal that is compatible with the voltage level of the traction control circuit. The automatic driving control host detects hardware failures, program anomalies, and relay malfunctions in its internal digital circuits. When the automatic driving control host is working normally, it outputs an excitation signal to the coil of the main control relay, thereby closing the normally open contact of the main control relay and enabling the automatic driving control host to provide control signals to the traction control circuit. When the automatic driving control host malfunctions, it does not provide an excitation signal to the coil of the main control relay, thereby keeping the normally open contact of the main control relay open and cutting off the control signals output by the automatic driving control host.

[0012] The technical advantages of this invention are as follows: (1) This invention transforms the voltage signal output by the digital circuit into a control signal that is compatible with the voltage level of the locomotive's inherent traction control circuit, and directly connects the output line of the control signal to the line where the control contact is located in the traction control circuit, so that the control signal can be directly applied to the line connected in series with the control contact, realizing the interface between the automatic driving equipment and the locomotive's traction control circuit, without requiring any modification to the locomotive's inherent traction control circuit, which is simple, safe, and does not affect manual driving operation. (2) The main control relay and the emergency controller for forced isolation of this invention can cut off the control signal output by the automatic driving control host in time when the automatic driving control host malfunctions or the driver discovers a safety hazard, which conforms to the fail-safe principle. (3) The dynamic square wave to negative power supply circuit designed in this invention can cut off the excitation of the main control relay in time when the digital circuit experiences hardware failure or program abnormality, which conforms to the fail-safe principle. (4) Each two routes of the normally open contact output circuit of the first type of relay in this invention are controlled by the two normally open contacts of the same 2a2b relay, which can ensure that the direction control and the working condition control are carried out simultaneously during automatic driving, avoiding logical confusion caused by the asynchronous occurrence of the two. (5) The control board of the present invention has a self-test function, which can detect whether the contacts of its internal relays are stuck together. If they are stuck together, the control signal output by the control board can be cut off in time, which conforms to the fail-safe principle. Attached Figure Description

[0013] To more clearly illustrate the embodiments of the present invention, the figures used in the embodiments will be briefly described below.

[0014] Figure 1 This is a schematic diagram of a train's automatic traction control system.

[0015] Figure 2 This is a circuit diagram for a dynamic square wave to negative power supply. Detailed Implementation

[0016] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the figures. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present invention.

[0017] This invention provides a train automatic driving traction control system. For example... Figure 1As shown, the train automatic driving traction control system includes: an automatic driving control host, a main control relay, an emergency controller for forced isolation, and a traction control circuit. The traction control circuit is inherent to the locomotive. During manual driving, the driver's manipulation of the controller is converted into control signals for the locomotive through the traction control circuit, controlling the locomotive's direction, operating conditions, and diesel engine speed. The traction control circuit includes control contacts, direction relays, operating condition relays, general-purpose relays, and a continuously variable speed control circuit. The position of the steering handle on the driver's controller (forward traction, forward braking, backward traction, backward braking) triggers the closing or opening of control contacts 1-4. The circuits containing control contacts 1-4 are connected to steering relays HKf2 and HKf1, and operating relays HKg1 and HKg2, respectively. Closing control contacts 1-4 transmits a DC 110V+ signal to steering relays HKf2 and HKf1, and operating relays HKg1 and HKg2, respectively. When steering relays HKf2 and HKf1, and operating relays HKg1 and HKg2 are energized, they control the locomotive's direction of travel (forward or backward) and its operating condition (traction or regenerative braking). For example, when the steering handle is in the "forward traction" position, control contacts 2 and 3 close, energizing steering relay HKf1 and operating relay HKg1, controlling the locomotive's direction of travel (forward) and operating condition (traction). The position of the driver's controller handle (0, 1, lower, hold, raise) triggers the closing or opening of control contacts 5-8. When control contact 5 is closed, the DC 110V+ signal can be transmitted to the direction relays HKf2 and HKf1 via control contacts 1 and 2. The circuit containing control contact 6 is connected to the universal relay 1ZJ; when control contact 6 is closed, the DC 110V+ signal is transmitted to the universal relay 1ZJ. The circuits containing control contacts 7 and 8 are respectively connected to the continuously variable speed control circuit; when control contacts 7 and 8 are closed, the 0V signal is transmitted to the continuously variable speed control circuit. For example, when the driver's controller handle is in the "raise" position, control contacts 5-8 are all closed, and the continuously variable speed control circuit controls the diesel engine speed to increase; when the driver's controller handle is in the "hold" position, control contacts 5, 6, and 8 are closed, and the continuously variable speed control circuit controls the diesel engine speed to remain constant.

[0018] During automatic train operation, the driver does not operate the driver control unit; instead, the automatic train control host issues traction control signals. The automatic train control host includes a CPU board, a digital I / O board, and a control board. The CPU board controls the digital I / O board to output level control signals and dynamic wave signals. The control board converts the level control signals into control signals adapted to the voltage level of the traction control circuit and converts the dynamic wave signals into excitation signals for the coil of the main control relay. The output line of the control signal adapted to the voltage level of the traction control circuit is directly connected in parallel with the line containing the control contacts in the traction control circuit (the direct connection method can be to connect the output line to the corresponding terminal block of the line containing the control contacts). The control signal adapted to the voltage level of the traction control circuit is directly applied to the line connected in series with the control contacts. The normally open contact of the main control relay is connected in series with the output line of the control signal adapted to the voltage level of the traction control circuit, used to connect or disconnect the control signal adapted to the voltage level of the traction control circuit.

[0019] The control board has a first common terminal and a second common terminal.

[0020] The control board also has a first type of relay normally open contact output circuit. Each pair of the first type of relay normally open contact output circuit is controlled by two normally open contacts of the same 2a2b relay (i.e., a relay with two normally open contacts and two normally closed contacts). The control logic is as follows: When the level control signal received by the first type of relay normally open contact output circuit is a first level, the relay is in an energized state, the normally open contact is closed, and the voltage signal input at the first common terminal is output as the control signal adapted to the voltage level of the traction control circuit; when the received level control signal is a second level, the relay is in a de-energized state, the normally open contact remains open, and the output is high impedance.

[0021] The control board also has a second type of relay normally open contact output circuit, each of which is controlled by one normally open contact of one relay, and its control logic is the same as that of the first type of relay normally open contact output circuit.

[0022] The control board also has a third type of relay normally open contact output circuit. Each circuit of this third type of relay normally open contact output circuit is controlled by one normally open contact of one relay. The control logic is as follows: when the level control signal received by the third type of relay normally open contact output circuit is a first level, the relay is in an energized state, the normally open contact is closed, and the voltage signal input at the second common terminal is output as the control signal adapted to the voltage level of the traction control circuit; when the received level control signal is a second level, the relay is in a de-energized state, the normally open contact remains open, and the output is high impedance.

[0023] According to one embodiment of the present invention, the first level of the level control signal is 24V and the second level is 0V.

[0024] According to one embodiment of the present invention, the voltage signal input to the first common terminal is DC110V+ (i.e., the first common terminal is connected to the positive terminal of the locomotive battery), and the voltage signal input to the second common terminal is 0V (i.e., the second common terminal is connected to the negative terminal of the locomotive battery).

[0025] According to one embodiment of the present invention, the normally open contact output circuits of the first and second types of relays, when receiving a 24V level control signal, output a DC 110V+ signal as a control signal adapted to the voltage level of the traction control circuit; and when receiving a 0V level control signal, output a high impedance. The normally open contact output circuit of the third type of relay, when receiving a 24V level control signal, outputs a 0V signal as a control signal adapted to the voltage level of the traction control circuit; and when receiving a 0V level control signal, outputs a high impedance.

[0026] According to one embodiment of the present invention, the normally open contact output circuit of the first type of relay has four channels, which are divided into two groups, each receiving two levels of control signals. The two output circuits in each group are controlled by two normally open contacts of the same 2a2b relay, for a total of two 2a2b relays. Since the two normally open contacts of the same 2a2b relay close or open simultaneously, the two output circuits in each group output the same control signal at the same time; that is, the two output circuits in each group either both output a DC110V+ signal or both output a high impedance signal. Figure 1As shown, the control signals output from the two output circuits of the first group are respectively applied to the lines in the traction control circuit connected in series with control contacts 1 and 3. Since control contacts 1 and 3 are closed when the driver's steering handle is in the "rear traction" position (control contact 1 closing indicates "backward," and control contact 3 closing indicates "traction"), the two control signals applied to the lines in series with control contacts 1 and 3 are "rear traction" control signals. Using the two normally open contacts of the same 2a2b relay to output the two control signals ensures that direction control (i.e., "backward") and operating condition control (i.e., "traction") are performed simultaneously during automatic driving, avoiding logical confusion caused by their asynchrony (for example, if the "traction" signal is given first but the "backward" signal is not given, it will cause logical confusion in the traction control circuit). Similarly, the control signals output from the two output circuits of the second group are respectively applied to the lines in the traction control circuit connected in series with control contacts 2 and 3. These two control signals are "forward traction" control signals. Since the two control signals applied to the line connected in series with control contact 3 come from two 2a2b relays respectively, these two control signals are independent and isolated from each other, ensuring that the "rear traction" control and "forward traction" control will not interfere with each other during automatic driving. The automatic driving technology of this invention uses the train's air braking system when braking is required, instead of using the locomotive's resistive braking, therefore no control signals are applied to the line connected in series with control contact 4.

[0027] By controlling the combination of voltage signals applied to the lines connected in series with control contacts 1-3, the automatic driving control host can control the locomotive's running direction and operating conditions. According to one embodiment of the present invention, when a DC110V+ signal is applied to the lines connected in series with control contacts 1 and 3 (equivalent to the driver's steering handle being in the "rear traction" position during manual driving), the automatic driving control host controls the locomotive's running direction to be backward and the operating condition to be traction; when a DC110V+ signal is applied to the lines connected in series with control contacts 2 and 3 (equivalent to the driver's steering handle being in the "forward traction" position during manual driving), the automatic driving control host controls the locomotive's running direction to be forward and the operating condition to be traction.

[0028] According to one embodiment of the present invention, the normally open contact output circuit of the second type of relay is one circuit. For example... Figure 1 As shown, the 1-channel output circuit receives 1 channel of the level control signal, and the output control signal is applied to the line in the traction control circuit that is connected in series with the control contact 6.

[0029] According to one embodiment of the present invention, the normally open contact output circuit of the third type of relay is two-way. For example... Figure 1As shown, the two-channel output circuit receives two levels of control signals, and the output control signals are respectively applied to the lines in the traction control circuit that are connected in series with control contact 7 and control contact 8.

[0030] By controlling the combination of voltage signals applied to the lines connected in series with control contacts 6-8, the automatic driving control host can control the diesel engine speed. According to one embodiment of the present invention, when a DC 110V+ signal is applied to the line connected in series with control contact 6, and a 0V signal is applied to the line connected in series with control contacts 7 and 8 (equivalent to the driver's control handle being in the "up" position during manual driving), the automatic driving control host controls the diesel engine speed to increase; when a DC 110V+ signal is applied to the line connected in series with control contact 6, and a high-resistance signal is applied to the line connected in series with control contact 7, and a 0V signal is applied to the line connected in series with control contact 8 (equivalent to the driver's control handle being in the "hold" position during manual driving), the automatic driving control host controls the diesel engine speed to remain unchanged.

[0031] To ensure timely disconnection of traction control for the locomotive in the event of a malfunction in the automatic driving control host, in accordance with the fail-safe principle, the train automatic driving traction control system of this invention also includes a main control relay. This main control relay has multiple normally open contacts, which are connected in series with the output circuits of normally open contacts of the first, second, and third types of relays, respectively. The control signals output from the normally open contact output circuits of the first, second, and third types of relays are applied to the lines connected in series with the control contacts after passing through the multiple normally open contacts. The main control relay operates according to the control signals output by the control board.

[0032] The control board also has a fourth type of relay normally open contact output circuit, which is connected in series with the coil of the main control relay. Each circuit of this fourth type of relay normally open contact output circuit is controlled by one normally open contact of one relay, and its control logic is as follows: When the fourth type of relay normally open contact output circuit receives a stable dynamic wave signal output from the digital I / O board, the relay is in an energized state, the normally open contact is closed, and the voltage signal input from the first common terminal is output as the energizing signal of the coil of the main control relay; when it receives a fixed level signal (fixed high level or fixed low level) output from the digital I / O board, the relay is in a de-energized state, the normally open contact remains open, and the output is high impedance.

[0033] According to one embodiment of the present invention, the normally open contact output circuit of the fourth type of relay is one circuit. For example... Figure 1As shown, when the normally open contact output circuit of the fourth type of relay receives a stable dynamic wave signal output from the digital I / O board, it outputs a DC110V+ signal to the coil of the main control relay. The main control relay is in an energized state, and the multiple normally open contacts of the main control relay are closed, so that the control signals output by the normally open contact output circuits of the first, second, and third types of relays can be applied to the line connected in series with the control contacts. When the normally open contact output circuit of the fourth type of relay receives a fixed level signal (fixed high level or fixed low level) output from the digital I / O board, its output is high impedance, the coil of the main control relay does not receive an energized signal, the multiple normally open contacts of the main control relay remain open, and the control signal sent by the control board to the traction control circuit is cut off.

[0034] The dynamic wave signal includes, but is not limited to, square waves and sine waves. According to one embodiment of the present invention, the dynamic wave signal is a dynamic square wave. The normally open contact output circuit of the fourth type of relay includes a dynamic square wave to negative power supply circuit, the structure of which is as follows: Figure 2As shown. The dynamic square wave to negative power supply circuit includes optocoupler U3, transistors U2A and U2B, capacitors C5, C6, and C7, resistors R8-R12 and R33, and diodes D1 and D2. The input terminal of optocoupler U3 is the dynamic square wave input terminal SW1, and the anode of diode D1 is the negative power supply output terminal A1. Resistors R8 and R12, connected in series, divide the 24V power supply voltage. One end of resistor R8 is connected to the 24V power supply voltage, and one end of resistor R12 is grounded. The contact point between resistors R8 and R12 is connected to the output of optocoupler U3. The negative power supply output terminal A1 is connected to one end of capacitor C5, and the other end of capacitor C5 is connected to the base of transistors U2A and U2B. Transistors U2A and U2B are NPN and PNP type transistors, respectively, connected in series between the 24V power supply voltage and ground. The emitters of transistors U2A and U2B are connected to the positive terminal of capacitor C6 through current-limiting resistors R10 and R11, respectively. The negative terminal of capacitor C6 is connected to the cathode of diode D1 and the anode of diode D2, and the cathode of diode D2 is grounded. The positive terminal of capacitor C7 is grounded, and the negative terminal is connected to the anode of diode D1. The negative power supply output terminal A1 is connected to one end of the relay coil in the normally open contact output circuit of the fourth type of relay, and the other end of the relay coil is grounded. When the square wave (SW) input to SW1 is high, the optocoupler U3 outputs a high level, driving transistor U2A to turn on and transistor U2B to turn off. The 24V power supply voltage charges capacitor C6 through transistor U2A, current-limiting resistor R10, and diode D2. When the square wave (SW) input to SW1 is low, the optocoupler U3 outputs a low level, driving transistor U2A to turn off and transistor U2B to turn on. Capacitor C6 discharges through transistor U2B, current-limiting resistor R11, and diode D1, and charges capacitor C7. The high-low transition of the square wave (SW) transfers the energy of the 24V power supply voltage to capacitor C7 via capacitor C6, forming a negative power supply of approximately -12V at terminal A1 to drive the relay coil in the normally open contact output circuit of the fourth type of relay. When the dynamic square wave input to SW1 is interrupted, or the input is a fixed high level or a fixed low level, capacitor C6 is always in a charging or discharging state. The energy of the 24V power supply voltage cannot be transferred to capacitor C7 through capacitor C6, and the output of A1 is 0V. The relay coil in the normally open contact output circuit of the fourth type of relay cannot obtain driving current.

[0035] The typical hardware failure mode of digital circuits is to output a fixed logic 0 or logic 1. Program errors can also cause digital circuits to output a fixed logic 0 or logic 1. Therefore, this invention designs the dynamic square wave to negative power supply circuit, which enables the control board to output a DC110V+ signal to the coil of the main control relay when the digital I / O board is working normally (outputting a stable dynamic square wave signal), thereby closing the multiple normally open contacts of the main control relay. When the digital I / O board malfunctions (hardware failure or program error, outputting a fixed logic 0 or logic 1), the control board does not provide an excitation signal to the coil of the main control relay, thereby keeping the multiple normally open contacts of the main control relay open and cutting off the control signal output by the control board to the traction control circuit, which conforms to the fail-safe principle.

[0036] To further improve the reliability of the train's automatic driving traction control system and ensure that the driver can take over control of the train at any time, an emergency controller for forced isolation is connected in series between the normally open contact output circuit of the fourth type of relay and the coil of the main control relay. This controller includes, but is not limited to, a cut-off button and a disconnect switch. When the driver detects an abnormality or safety hazard in the automatic driving system, he can manipulate the emergency controller to cut off the excitation signal output from the normally open contact output circuit of the fourth type of relay to the coil of the main control relay. This keeps the multiple normally open contacts of the main control relay open, cutting off the control signals output from the control board to the traction control circuit, which conforms to the fail-safe principle.

[0037] Relay contact sticking is a common relay failure. If the relay contacts on the control board stick, the control board cannot correctly output control signals to the traction control circuit or the main control relay, creating a safety hazard. All relays in this invention (the main control relay and the relays on the control board) are safety relays with a forced-guided structure. Because the forced-guided structure ensures that the states of the normally open and normally closed contacts of the relay are mutually exclusive, the state of the normally open contacts can be reflected by detecting the state of the normally closed contacts. The control board also has a relay status feedback circuit, which can detect the relay status inside the control board and send a feedback signal to the digital I / O board. The relay status feedback circuit includes normally closed contacts corresponding to the normally open contacts in the normally open contact output circuits of the first, second, third, and fourth types of relays. When the normally closed contact is open (i.e., the normally open contact is closed), the feedback circuit outputs logic 1 (the feedback signal is high); when the normally closed contact is closed (i.e., the normally open contact is open), the feedback circuit outputs logic 0 (the feedback signal is low). Therefore, when the relays in the normally open contact output circuits of the first, second, third, and fourth types of relays are in an energized state but the feedback circuit outputs logic 0, it indicates that the normally closed contacts are stuck together; when the relays in the normally open contact output circuits of the first, second, third, and fourth types of relays are in an unenergized state but the feedback circuit outputs logic 1, it indicates that the normally open contacts are stuck together. The digital I / O board preprocesses the feedback signal and sends it to the CPU board. The CPU board compares the feedback signal with the level control signal or dynamic wave signal to determine whether the contacts of the relays inside the control board are stuck. If sticking occurs, the CPU board can control the digital I / O board to stop outputting the dynamic wave signal, or the automatic driving control host can prompt the driver to operate the emergency controller to cut off the control signal output by the control board, which conforms to the fail-safe principle.

[0038] This invention also provides a train automatic driving traction control method, the method comprising: an automatic driving control host outputting a control signal adapted to the voltage level of the locomotive's inherent traction control circuit; directly connecting the output line of the control signal adapted to the voltage level of the traction control circuit to the line containing the control contacts in the traction control circuit; directly applying the control signal adapted to the voltage level of the traction control circuit to the line connected in series with the control contacts; the automatic driving control host controlling the combination of voltage signals applied to the line connected in series with the control contacts, thereby controlling the locomotive's running direction, operating conditions, and diesel engine speed; and setting a main control relay. The normally open contact of the main control relay is connected in series to the output line of the control signal that is compatible with the voltage level of the traction control circuit. The automatic driving control host detects hardware failures, program abnormalities, and relay malfunctions in its internal digital circuits. When the automatic driving control host is working normally, it outputs an excitation signal to the coil of the main control relay, thereby closing the normally open contact of the main control relay and enabling the automatic driving control host to provide control signals to the traction control circuit. When the automatic driving control host malfunctions, it does not provide an excitation signal to the coil of the main control relay, thereby keeping the normally open contact of the main control relay open and cutting off the control signals output by the automatic driving control host.

[0039] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A train automatic driving traction control system, characterized in that: The system includes an automatic driving control host and a locomotive-specific traction control circuit. The traction control circuit includes control contacts. The automatic driving control host includes a CPU board, a digital I / O board, and a control board. The CPU board controls the digital I / O board to output a level control signal. The control board converts the level control signal into a control signal compatible with the voltage level of the traction control circuit. The output line of the control signal compatible with the voltage level of the traction control circuit is directly connected in parallel with the line containing the control contacts. The control signal compatible with the voltage level of the traction control circuit is directly applied to the line connected in series with the control contacts. The control board has a first common terminal and a first type of normally open relay output circuit. Each pair of the first type of normally open relay output circuit is controlled by two normally open contacts of the same 2a2b relay. The control logic is as follows: when the level control signal received by the first type of normally open relay output circuit is at the first level, the relay is in an energized state, the normally open contact is closed, and the... The voltage signal input to the first common terminal is output as the control signal adapted to the voltage level of the traction control circuit. When the received level control signal is the second level, the relay is in a de-energized state, the normally open contact remains open, and the output is high impedance. The control board also has a second type of relay normally open contact output circuit, each of which controls one normally open contact of one relay, and its control logic is the same as that of the first type of relay normally open contact output circuit. The control board also has a second common terminal and a third type of relay normally open contact output circuit, each of which controls one normally open contact of one relay, and its control logic is as follows: when the level control signal received by the third type of relay normally open contact output circuit is the first level, the relay is in an energized state, the normally open contact is closed, and the voltage signal input to the second common terminal is output as the control signal adapted to the voltage level of the traction control circuit. When the received level control signal is the second level, the relay is in a de-energized state, the normally open contact remains open, and the output impedance is high.

2. The train automatic driving traction control system according to claim 1, characterized in that: It also includes a main control relay; the CPU board also controls the digital I / O board to output a dynamic wave signal, and the control board converts the dynamic wave signal into an excitation signal for the coil of the main control relay; the normally open contact of the main control relay is connected in series on the output line of the control signal adapted to the voltage level of the traction control circuit, and is used to conduct or cut off the control signal adapted to the voltage level of the traction control circuit.

3. The train automatic driving traction control system according to claim 1 or 2, characterized in that: The control board can also detect the status of its internal relays and send a feedback signal to the digital I / O board. The digital I / O board preprocesses the feedback signal and sends it to the CPU board. The CPU board can determine whether the relays inside the control board are faulty by comparing the feedback signal with the level control signal or dynamic wave signal.

4. The train automatic driving traction control system according to claim 2, characterized in that: The control board has a first common terminal and a fourth type of relay normally open contact output circuit, which is connected in series with the coil of the main control relay. Each of the fourth type of relay normally open contact output circuits is controlled by one normally open contact of a relay, and its control logic is as follows: When the fourth type of relay normally open contact output circuit receives a stable dynamic wave signal output from the digital I / O board, the relay is in an energized state, the normally open contact is closed, and the voltage signal input from the first common terminal is output as the energizing signal of the coil of the main control relay; when it receives a fixed level signal output from the digital I / O board, the relay is in a de-energized state, the normally open contact remains open, and the output is high impedance.

5. The train automatic driving traction control system according to claim 4, characterized in that: The dynamic wave signal is a dynamic square wave; the fourth type of relay normally open contact output circuit includes a dynamic square wave to negative power supply circuit. The dynamic square wave to negative power supply circuit uses the high and low transformation of the square wave to transfer the energy of the power supply voltage to the output terminal of the circuit through a capacitor, and forms a negative power supply at the output terminal of the circuit to drive the relay coil in the fourth type of relay normally open contact output circuit.

6. The train automatic driving traction control system according to claim 3, characterized in that: The relays in the control board are safety relays with a forced-guided structure; the control board also has a relay status feedback circuit, which includes normally closed contacts corresponding to the normally open contacts of the relays in the control board. The status of the normally open contacts is reflected by detecting the status of the normally closed contacts, and a feedback signal is sent to the digital I / O board.

7. A traction control method for a train automatic driving traction control system as described in claim 1, characterized in that: The control method includes: an automatic driving control host outputting a control signal adapted to the voltage level of the locomotive's inherent traction control circuit; directly connecting the output line of the control signal adapted to the voltage level of the traction control circuit in parallel with the line containing the control contacts in the traction control circuit; and directly applying the control signal adapted to the voltage level of the traction control circuit to the line connected in series with the control contacts; the automatic driving control host controlling the combination of voltage signals applied to the line connected in series with the control contacts to control the locomotive's running direction, operating conditions, and diesel engine speed; and setting a main control relay, and setting the normally open position of the main control relay... The contacts are connected in series on the output line of the control signal, which is compatible with the voltage level of the traction control circuit. The automatic driving control host detects hardware failures, program anomalies, and relay malfunctions in its internal digital circuits. When the automatic driving control host is working normally, it outputs an excitation signal to the coil of the main control relay, thereby closing the normally open contact of the main control relay, and the automatic driving control host can provide control signals to the traction control circuit. When the automatic driving control host malfunctions, it does not provide an excitation signal to the coil of the main control relay, thereby keeping the normally open contact of the main control relay open and cutting off the control signals output by the automatic driving control host.

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