A control method based on GATO track car multi-car reconnection operation

Abstract

This invention discloses a control method for multi-car coupled operation based on GATO (Gas-On-Road) railcars, relating to the field of automatic control technology for railcar operation. The method involves collecting driving status information through GATO equipment; acquiring onboard data; comprehensively analyzing and judging the driving status information and onboard data; and controlling the operation of the main railcar through the GATO equipment to ensure that its operating speed is less than or equal to the speed limit. Simultaneously, the GATO equipment of the main railcar issues follow control commands to the GATO equipment of the coupled auxiliary railcars via the CAN bus of the coupling interface. The GATO equipment of auxiliary railcars (not limited to one auxiliary railcar) operating in coupled power mode cooperates with the GATO equipment of the main railcar to ensure that the operating speed of the auxiliary railcar is less than or equal to the speed limit. This method avoids dangerous events and hidden dangers caused by mutual interference in the operating power of multiple coupled railcars, ensuring the safety of multi-car coupled operation.

Description

Technical Field

[0001] This invention relates to the field of automatic control technology for railcar operation, and more specifically to a control method for multi-car coupled operation of GATO railcars. Background Technology

[0002] Currently, railcars operate in single-car, double-car, and multi-car coupled modes during normal operation and construction work. In double-car and multi-car coupled operation, the lead car acts as the main car to control the train's operation. Due to the increased load under multi-car coupling, the power of the lead car is often insufficient to meet the operating speed of the entire train. Therefore, the current operating mode is that when the lead car feels insufficient power, it will notify the following cars to increase power (the following cars output power to push the lead car to run) via the locomotive radio (handheld walkie-talkie). When the lead car reaches the required speed, it will notify the following cars to reduce or turn off the power increase via the locomotive radio (handheld walkie-talkie) to meet the normal operation requirements under multi-car coupled operation.

[0003] With the promotion and use of GATO (Automatic Train Operation) equipment, the installation of GATO equipment on railcars has enabled automatic driving, greatly reducing the workload of drivers and conductors and saving manpower and resources. However, currently, GATO technology can only achieve automatic driving of a single train. When multiple trains are coupled together, there is still a problem of insufficient power.

[0004] Therefore, how to provide a control method for multi-vehicle coupled operation based on GATO railcars, and how to control several voltage levels of the intelligent driver controller of the railcar through GATO equipment to realize the automatic driving of the railcar in single-vehicle and multi-vehicle coupled operation modes, is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the present invention provides a control method for multi-car coupled operation of GATO railcars. During multi-car coupled operation, network communication is used to synchronize the GATO parameters configured by the driver on the main locomotive to the GATO equipment on the auxiliary locomotive. The GATO equipment on the auxiliary locomotive can be set to coupled power mode (operating) or floating mode (not operating). In coupled power mode, the GATO equipment cooperates with the main locomotive's GATO equipment to output traction and braking forces, meeting the normal operation requirements under multi-car coupled operation. This invention can avoid dangerous events and hidden dangers caused by mutual interference of operating power due to multiple coupled locomotives, ensuring the safety of multi-car coupled operation; reducing driver workload, improving transportation efficiency, reducing energy consumption, reducing operation and maintenance costs, and improving the intelligence level of the railway railcar train control system.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a control method for multi-vehicle coupled operation based on GATO railcars, comprising:

[0007] Install GATO equipment on each railcar;

[0008] The GATO device collects driving status information, including driver controller and operation button information, braking status, and wind pressure information.

[0009] Acquire onboard data from the railcar's operation control equipment;

[0010] The driving status information and the on-board data are comprehensively analyzed and judged, and the operation of the main track vehicle is controlled by the GATO equipment. The running speed of the main track vehicle is adjusted in real time so that the running speed of the main track vehicle is less than or equal to the speed limit.

[0011] Meanwhile, the GATO equipment of the main track vehicle sends follow control command information to the GATO equipment of the attached auxiliary track vehicle through the CAN bus of the reconnection port; (including vehicle start, current running speed, speed limit, braking / releasing status, throttle controller data, control status, etc.);

[0012] The GATO equipment of the auxiliary track car in the reconnected power mode works in conjunction with the GATO equipment of the main track car to control the operation of the auxiliary track car, so that the running speed of the auxiliary track car is less than or equal to the speed limit.

[0013] Preferably, the railcar includes a main service railcar and a supplementary railcar; there is one main service railcar and at least one supplementary railcar.

[0014] Preferably, in reconnection power mode:

[0015] For acceleration control, the GATO equipment of the auxiliary track car lags behind the GATO equipment of the main track car by n seconds (n=2);

[0016] The throttle controller value of the GATO equipment on the auxiliary track car is less than or equal to the throttle controller value of the GATO equipment on the main track car.

[0017] Synchronous control of braking and stopping of auxiliary track cars and main track cars. Control of multi-car trains to achieve automatic driving operation.

[0018] Preferably, the GATO device includes two working modes: automatic driving and manual intervention.

[0019] The GATO device collects the pressure of the equalizing air cylinder and the brake cylinder to determine the driver's operation of the large or small brake.

[0020] The GATO device collects changes in the driver controller and the status of the operation switches to determine whether there is human intervention. When human intervention is detected, the device immediately and automatically exits the automatic driving mode and issues a voice prompt to the driver, "Attention! Attention! Switch to manual driving," allowing the driver to take control of the vehicle.

[0021] Preferably, when exiting the GATO device's automatic driving mode and switching to the manual intervention mode under the monitoring of the GYK device (the mode before entering GATO mode), the GYK device will simultaneously provide a voice prompt to exit automatic driving, and the driver will need to press a button to confirm. The driver needs to press the GYK [Alert] button to confirm. If the driver does not press the button within X (X=5) seconds, the system will control emergency braking to stop the vehicle.

[0022] Preferably, the GATO equipment generates a maximum speed control curve based on the current vehicle construction speed, track speed limit, light type speed limit, and target distance, and controls the automatic acceleration, cruising, coasting, deceleration, or stopping of the railcar.

[0023] Preferably, when the speed limit of the GYK device increases from low to high, the GATO device controls the railcar to accelerate automatically; the GATO device increases the throttle to increase the speed of the railcar.

[0024] When the speed limit of the GYK device remains unchanged, the GATO device controls the railcar to perform constant speed cruise; when the operating speed is 5km / h lower than the speed limit of GYK mode (ATO has three strategies: 2 / 5 / 8km / h), the throttle is adjusted in real time according to the influence of gradient and curvature in the on-board data to maintain a constant speed.

[0025] When the speed limit of the GYK device decreases from high to low, the GATO device controls the railcar to enter the coasting phase in advance (the railcar neither pulls nor brakes, and the railcar's running state mainly depends on the railcar's resistance).

[0026] When the rate of change of the speed limit set by the GYK device exceeds a certain value, the GATO device controls the railcar to enter the deceleration and braking phase. The railcar first cancels the traction force and then brakes to decelerate. The GATO device calculates the deceleration rate, speed, and distance, and appropriately adjusts the air release volume of the common brake valve to ensure that the railcar's running speed is less than or equal to the speed limit value.

[0027] After the system controls the brake valve and pressure holding valve to decelerate the railcar, the GYK equipment display does not show the brake valve or pressure holding valve, but controls the vehicle to brake and decelerate. When the allowable release speed is reached, the vehicle will automatically release the brake and operate according to the allowable speed.

[0028] The GATO equipment automatically stops the railcar based on the distance to the target point, the current speed limit, and the speed limit pKm ahead (p=1). If the distance or speed limit changes, the control will follow the changed settings. The car will brake to a stop 25 meters before the GYK control stopping point. After stopping, the GATO equipment automatically exits automatic driving mode.

[0029] Preferably, the GATO device controls the starting and traction power of the railcar by controlling the throttle controller; and controls the braking and deceleration of the railcar by controlling the air release of the solenoid valve.

[0030] As can be seen from the above technical solution, compared with the prior art, the present invention discloses a control method for multi-vehicle coupled operation based on GATO railcars, including: installing GATO equipment on each railcar; collecting driving status information through the GATO equipment; acquiring onboard data from the railcar operation control equipment; comprehensively analyzing and judging the driving status information and the onboard data; controlling the operation of the main railcar through the GATO equipment; adjusting the operating speed of the main railcar in real time to make the operating speed of the main railcar less than or equal to the speed limit; simultaneously, the GATO equipment of the main railcar issues follow control command information to the GATO equipment of the coupled auxiliary railcar through the CAN bus of the coupling interface; the GATO equipment of the auxiliary railcar in coupled power mode cooperates with the GATO equipment of the main railcar to control the operation of the auxiliary railcar, making the operating speed of the auxiliary railcar less than or equal to the speed limit.

[0031] Existing technologies for railcar operation rely on manual driving, with the railcar's movement monitored by speed limits set by the railcar's control equipment. The driver operates a driver controller to adjust voltage, accelerating and decelerating the railcar, and, when necessary, braking via a self-regulating valve handle. This invention discloses a control method for multi-car coupled operation of railcars based on GATO (Gasoline Control and Automated Train Control). Based on information such as railcar load, onboard data (gradient, speed limit, forward speed limit, speed, forward gradient, forward curve, target distance, tunnel location), and other data, the method analyzes and calculates various forces including gravity, traction, braking force, and running resistance. By controlling several voltage levels of the intelligent driver controller through GATO equipment, the method enables the railcar to automatically start, automatically operate within sections, and automatically stop, achieving automatic railcar operation in both single-car and multi-car coupled modes. This invention avoids dangerous events and hidden dangers caused by mutual interference in the operating power of multiple coupled railcars, ensuring the safety of multi-car coupled operation; it reduces driver workload, improves transportation efficiency, reduces energy consumption, lowers operating and maintenance costs, and enhances the intelligence level of the railway railcar control system. Attached Figure Description

[0032] 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 only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0033] Figure 1 This is a block diagram of the GATO vehicle-mounted equipment system provided in an embodiment of the present invention.

[0034] Figure 2 This is a boundary block diagram of the GATO host provided in an embodiment of the present invention.

[0035] Figure 3 This is a schematic diagram of a multi-vehicle coupled operation mode of a railcar provided in an embodiment of the present invention.

[0036] Figure 4 This is a schematic diagram of the gearing strategy for the starting phase of a railcar provided in an embodiment of the present invention.

[0037] Figure 5 This is a schematic diagram of the automatic operation control curve of the railcar provided in an embodiment of the present invention.

[0038] Figure 6 This is a schematic diagram of the parking control curve for a railcar provided in an embodiment of the present invention. Detailed Implementation

[0039] 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. 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.

[0040] This invention discloses a control method for multi-car coupled operation of GATO railcars, which reduces the driver's workload, improves transportation efficiency, reduces energy consumption, reduces operation and maintenance costs, and improves the intelligence level of the railway railcar train control system.

[0041] In one specific embodiment of the present invention, a control method based on the multi-vehicle coupled operation of GATO railcars includes:

[0042] Install GATO equipment on each railcar;

[0043] The GATO device collects driving status information, including driver controller and operation button information, braking status, and wind pressure information.

[0044] Acquire onboard data from the railcar operation control equipment; the onboard data includes information such as car number, train number, driver number, current / supplementary status, length, car weight, time, route number, line number, station, line speed limit, current speed, speed limit, and locomotive signals;

[0045] The driving status information and the on-board data are comprehensively analyzed and judged, and the operation of the main track vehicle is controlled by the GATO equipment. The running speed of the main track vehicle is adjusted in real time so that the running speed of the main track vehicle is less than or equal to the speed limit.

[0046] Meanwhile, the GATO equipment of the main track vehicle sends follow control command information to the GATO equipment of the attached auxiliary track vehicle through the CAN bus of the reconnection port; (including vehicle start, current running speed, speed limit, braking / releasing status, throttle controller data, control status, etc.);

[0047] The GATO equipment of the auxiliary track car in the reconnected power mode works in conjunction with the GATO equipment of the main track car to control the operation of the auxiliary track car, so that the running speed of the auxiliary track car is less than or equal to the speed limit.

[0048] Specifically, when the GATO equipment is in its primary mode, the train pipe pressure is ≥450Kpa, the direction handle is forward, and the locomotive signal is open (the locomotive signal is green light, green-yellow light, yellow light, double yellow light, double yellow flashing light), the speed limit curve opens according to the principle of taking the lowest value of the line data, vehicle structure speed limit, temporary slow speed limit, and locomotive signal speed limit. When the start switch is turned on, the railcar automatically starts and accelerates.

[0049] Specifically, the railcar includes a main service railcar and a supplementary railcar; there is one main service railcar and at least one supplementary railcar.

[0050] Specifically, in reconnection power mode:

[0051] For acceleration control, the GATO equipment of the auxiliary track car lags behind the GATO equipment of the main track car by n seconds (n=2);

[0052] The throttle controller value of the GATO equipment on the auxiliary track car is less than or equal to the throttle controller value of the GATO equipment on the main track car.

[0053] Synchronous control of braking and stopping of auxiliary track cars and main track cars. Control of multi-car trains to achieve automatic driving operation.

[0054] Specifically, the GATO device includes two working modes: automatic driving and manual intervention.

[0055] The GATO device collects the pressure of the equalizing air cylinder and the brake cylinder to determine the driver's operation of the large or small brake.

[0056] The GATO device collects changes in the driver controller and the status of the operation switches to determine whether there is human intervention. When human intervention is detected, the device immediately and automatically exits the automatic driving mode and issues a voice prompt to the driver, "Attention! Attention! Switch to manual driving," allowing the driver to take control of the vehicle.

[0057] Specifically, when exiting the automatic driving mode of the GATO equipment and switching to the manual intervention mode under the monitoring of the GYK (rail vehicle operation control) equipment (the mode before entering GATO mode), the GYK equipment will simultaneously provide a voice prompt to exit automatic driving, and the driver will confirm by pressing a button; the driver needs to press a specific button to confirm, and if the driver does not press the button within X (X=5) seconds, the emergency brake will be activated to stop the vehicle.

[0058] Specifically, the GATO equipment generates a maximum speed control curve based on the current vehicle construction speed, track speed limit, light type speed limit, and target distance, and controls the automatic acceleration, cruise, coasting, deceleration, or stopping of the railcar.

[0059] Specifically, when the speed limit of the GYK device increases from low to high, the GATO device controls the railcar to accelerate automatically; the GATO device increases the throttle to increase the speed of the railcar.

[0060] When the speed limit of the GYK device remains unchanged, the GATO device controls the railcar to perform constant speed cruise; when the operating speed is 5km / h lower than the speed limit of GYK mode (ATO has three strategies: 2 / 5 / 8km / h), the throttle is adjusted in real time according to the influence of gradient and curvature in the on-board data to maintain a constant speed.

[0061] When the speed limit of the GYK device decreases from high to low, the GATO device controls the railcar to enter the coasting phase in advance (the railcar neither pulls nor brakes, and the railcar's running state mainly depends on the railcar's resistance).

[0062] When the rate of change of the speed limit set by the GYK device exceeds a certain value, the GATO device controls the railcar to enter the deceleration and braking phase. The railcar first cancels the traction force and then brakes to decelerate. The GATO device calculates the deceleration rate, speed, and distance, and appropriately adjusts the air release volume of the common brake valve to ensure that the railcar's running speed is less than or equal to the speed limit value.

[0063] After the system controls the brake valve and pressure holding valve to decelerate the railcar, the GYK display does not show the brake or pressure holding valves, but it controls the vehicle to brake and decelerate. When the permissible speed is reached, the brake is automatically released, and the vehicle is controlled to run at the permissible speed.

[0064] The GATO equipment automatically stops the railcar based on the distance to the target point, the current speed limit, and the speed limit pKm ahead (p=1). If the distance or speed limit changes, the control will follow the changed settings. The car will brake to a stop 25 meters before the GYK control stopping point. After stopping, the GATO equipment automatically exits automatic driving mode.

[0065] Specifically, the GATO device controls the starting and traction power of the railcar by controlling the throttle controller; and controls the braking and deceleration of the railcar by controlling the solenoid valve to release air.

[0066] The automatic driving system of the railcar consists of the existing GYK (Railway Vehicle Operation Control Equipment), GMS (GYK Remote Maintenance Monitoring System), and the newly installed GATO equipment. The GATO equipment includes the GATO on-board host, sensors (2 pressure sensors), solenoid valves (2), and start switches (2).

[0067] The GATO onboard host is the core component of the railcar's automatic driving system and serves as the implementation platform for control algorithm calculations. It is responsible for collecting information from the driver's controller and operation buttons, braking status, and wind pressure status. Combined with operational and overspeed protection information provided by the GYK system, it performs comprehensive analysis and judgment to control the railcar's operation. The GATO device includes a primary mode and a secondary mode; when the railcar is a primary railcar, the corresponding GATO device is in primary mode; when the railcar is a secondary railcar, the corresponding GATO device is in secondary mode.

[0068] 1) When the GATO device is in the primary mode and the (automatic / manual intervention) switch is set to the "automatic" position, after the driver presses the "start" button, the GATO generates a maximum speed limit control curve based on the current vehicle construction speed, track speed limit, light type speed limit, and target distance. It controls the GATO to start automatically, accelerate, cruise, coast, brake, or stop, and adjusts the running speed in real time (controlling the GATO to run at a speed less than or equal to the speed limit of 5 km / h) to achieve automatic operation. At the same time, the primary GATO device sends follow control commands (including vehicle start, current running speed, speed limit, braking / releasing status, throttle controller data, control status, etc.) to the GATO device of the connected vehicle (in the auxiliary mode) through the CAN bus of the reconnection port.

[0069] 2) When the GATO equipment is in auxiliary mode, it can be set to reconnected power mode (to perform work) or floating mode (not to perform work). In reconnected power mode, the GATO equipment works with the main GATO equipment to control the track car to start, accelerate, cruise, coast, brake, or stop according to the follow control command issued by the main GATO equipment. It also adjusts the running speed in real time (controlling the track car to run at a speed less than or equal to the limit speed of 5 km / h) to achieve automatic operation control of the reconnected vehicles. In reconnected power mode, the acceleration control of the GATO equipment must lag the main GATO equipment by 2 seconds, the throttle controller value must be less than or equal to the main GATO throttle controller value, and braking and stopping are controlled synchronously.

[0070] 3) When the GATO device in the auxiliary mode receives the control status sent by the local GATO device to switch to the "manual intervention" working mode, it will automatically exit the "autopilot" mode and give the driver a voice prompt "Attention! Attention! Switch to manual driving", so that the driver can control the vehicle to run or stop.

[0071] 4) When the railcars in this formation are reassembled or returned, the original service railcar GYK switches to "repair car" mode. When the railcar in "repair car" mode is the lead car, it switches to "service car" control mode. The GATO equipment automatically identifies and switches between "repair car" and "service car" control modes according to the service car and supplement car conversion information set by the GYK equipment, and controls the operation of the vehicles according to the new formation and control mode.

[0072] In one specific embodiment of the present invention, a control system based on GATO (Gasoline-Assisted Transit) railcar multi-car coupling operation includes: GATO equipment, a main railcar, and a supplementary railcar; as shown... Figure 1 and Figure 2 As shown; the main track car and the auxiliary track car are coupled together; both the main track car and the auxiliary track car are equipped with GATO equipment, and the GATO equipment communicates with each other via a CAN bus; the GATO equipment issues follow control commands (including vehicle start, current running speed, speed limit, braking / releasing status, throttle controller data, control status, etc.) to the GATO equipment on the auxiliary track car through the CAN bus of the reconnection port, so as to control the train with multiple cars coupled together to achieve automatic driving operation.

[0073] Specifically, the GATO device includes: a GATO on-board unit, a pressure sensor, a solenoid valve, and a start switch;

[0074] Specifically, the GATO vehicle-mounted host is connected to the pressure sensor, the solenoid valve, and the start switch, respectively. There are two pressure sensors, two solenoid valves, and two start switches.

[0075] Specifically, both the main track car and the auxiliary track car are equipped with GYK equipment (BTM equipment) and a GYK remote maintenance and monitoring system; the GATO onboard host communicates with the GYK equipment to obtain the GYK equipment's setting parameters (car number, train number, driver number, main / auxiliary status, length, car weight), time, basic data (routes number, line number, station, line speed limit) (basic data received by the BTM, mileage information), and operating data (current speed, speed limit, locomotive signal), etc.; the GATO equipment controls the starting and traction power of the track car by controlling the throttle controller.

[0076] Specifically, 1. The principle of the Rail Vehicle Automatic Driving System (GATO)

[0077] The GATO device communicates with the GYK device to obtain GYK setting parameters (car number, train number, driver number, current / auxiliary status, length, car weight), time, basic data (routes number, track number, station, track speed limit), and operating data (current speed, speed limit, locomotive signals). After comprehensive calculation and judgment, combined with the automatic control data model, it outputs control commands. It controls the start and traction power of the railcar by controlling the throttle controller, and controls the braking and deceleration of the railcar by controlling the solenoid valve to release air. The GATO generates a maximum speed limit control curve based on the current vehicle construction speed, track speed limit, light type speed limit, and target distance. It controls the railcar to start automatically, accelerate, cruise, coast, brake, or stop, and adjusts the operating speed in real time (controlling the railcar to operate at a speed less than or equal to the speed limit of 5 km / h) to achieve automatic operation. At the same time, the local GATO device issues follow control commands (including vehicle start, current operating speed, speed limit, braking / release status, throttle controller data, control status, etc.) to the GATO device of the coupled vehicle (auxiliary locomotive status) through the CAN bus of the reconnection port.

[0078] When a train is in a multi-car coupling situation (such as...) Figure 3 As shown), the GATO equipment in the auxiliary machine state can be set to reconnected power mode (to work) or floating mode (not to work). In reconnected power mode, the GATO equipment works with the main GATO equipment to control the track car to start, accelerate, cruise, coast, brake or stop according to the follow control command issued by the main GATO equipment, and adjust the running speed in real time (controlling the track car to run at a speed less than or equal to the limit speed of 5 km / h) to realize the automatic operation control of the reconnected vehicles. In the reconnected power mode, the acceleration control of the GATO equipment must lag the main GATO equipment by 2 seconds, the throttle controller value must be less than or equal to the main GATO throttle controller value, and the braking and stopping are controlled synchronously to control the train with multiple reconnected vehicles to achieve automatic driving operation.

[0079] The GATO device detects driver input by collecting pressure data from the equalizing cylinder and brake cylinder. It also detects driver intervention by collecting data from the driver controller and the status of operating switches. If driver intervention is detected, the device immediately and automatically exits the "automatic driving" mode and gives the driver a voice prompt: "Attention! Attention! Switch to manual driving." The driver is then in control of the vehicle's operation or parking.

[0080] 2. Railcar Autopilot (GATO) Function

[0081] 2.1 Switching between working modes

[0082] GATO equipment has two operating modes: manual intervention and automatic driving. In manual intervention mode, GYK operates in accordance with current technical specifications; only normal monitoring mode and section operation mode (entry and return) can enter automatic driving (also called GATO mode).

[0083] When the GATO equipment is in auxiliary mode, there are two working modes to choose from: reconnected power mode (to work) or floating mode (not to work). In reconnected power mode, the GATO equipment works with the GATO equipment of the main machine to output traction and braking force.

[0084] 2.2 System self-test function

[0085] After the equipment is powered on, GYK device self-test and GATO device self-test will be performed.

[0086] The GATO device self-test includes the communication status between GATO and GYK devices, the handle position acquisition channel, the analog output throttle channel, GPS positioning information, wind pressure acquisition function, and the normal operation and faults of each board.

[0087] 2.3 Entering Autonomous Driving Mode

[0088] The startup conditions for GATO mode must be met:

[0089] 1) System self-test is normal;

[0090] 2) GYK is in normal monitoring mode or section operation mode (entering, returning);

[0091] 3) The GYK monitoring equipment is in operation;

[0092] 4) Train pipe pressure ≥ 450 kPa;

[0093] 5) The steering handle is in the forward position;

[0094] 6) The local operation switch is valid;

[0095] 7) The automatic brake valve and the individual brake valve handle (large and small brakes) are in the operating position.

[0096] 2.4 Exiting Autopilot Mode

[0097] When exiting GATO autonomous driving mode and switching to manual intervention mode under GYK monitoring (the mode before entering GATO mode), GYK voice prompts: Exit autonomous driving. The driver needs to press the GYK [Alert] button to confirm. If the driver does not press it within 5 seconds, emergency braking will be activated to stop the vehicle.

[0098] 2.4.1 Driver intervention to exit autonomous driving mode

[0099] 1) Operate the driver control handle;

[0100] Information on changes in throttle position (voltage change exceeding 150mV) and directional position is collected by the GATO device and sent to the GYK device. Upon receiving this information, the GYK device exits GATO mode, and the driver's changes to throttle position and operating status become effective.

[0101] 2) Move the handle of the automatic brake valve or individual brake valve away from the operating position;

[0102] The GATO equipment coordinates with the GYK equipment. When the GYK equipment detects a change in brake cylinder air pressure (at least 20 kPa) or train pipe air pressure (at least 50 kPa) without issuing a braking command, the system determines that the driver has operated the automatic valve handle and exits the automatic driving mode.

[0103] 3) Other function buttons.

[0104] The GATO device collects information from the driver's operation of other buttons (I / II terminal local operation switch, I / II terminal start switch, engine shutdown switch, transmission enable switch, throttle enable switch, throttle controller emergency stop switch, bypass brake switch, engine shutdown switch, etc., and designs reserve 3 IO acquisition channels according to the specific vehicle configuration) and exits the autonomous driving mode.

[0105] 2.4.2 Automatically exit autonomous driving mode

[0106] 1) GYK equipment malfunction;

[0107] If the GYK device malfunctions, or there is a communication failure with the GYK device, or if the GATO device does not receive data from the GYK device for 2 consecutive seconds, it is also considered a GYK device malfunction, and the autonomous driving mode will be discontinued. When discontinuing autonomous driving mode, the driver needs to be prompted manually via voice and interface prompts.

[0108] 2) The operating speed exceeds the GYK device speed limit;

[0109] The system detected that the railcar's operating speed exceeded the speed limit, and after reducing the throttle, it exited the automatic driving mode.

[0110] 3) An escape occurred;

[0111] When the GYK device detects that the track vehicle has slipped, it issues a voice alarm and exits the automatic driving mode.

[0112] 4) After arriving at the destination and parking.

[0113] After the GYK device detects that the vehicle has arrived at its destination and is parked, it exits the autonomous driving mode.

[0114] 2.5 Automatic speed adjustment function

[0115] When operating in GATO mode, the GATO equipment enables automatic train acceleration, cruising, coasting, deceleration, or stopping control. The speed limit in GATO mode is based on the speed limit in GYK operating mode. The speed during GATO mode control must not exceed the speed limit in GYK operating mode.

[0116] Note: The speed controlled in GATO mode requires parameter configuration, and the default value is 5km / h lower than the speed limit in GYK mode.

[0117] 2.5.1 Startup acceleration (e.g.) Figure 4 (As shown)

[0118] During the track vehicle's startup process, the fastest traction measurement is primarily used, while also considering comfort. Since the track vehicle rarely carries passengers, all acceleration requirements are controlled to ≤0.6 m / s². 2 .

[0119] 2.5.2 Automatic operation within a range (e.g.) Figure 5 (As shown)

[0120] When the GYK speed limit changes from low to high, the GATO equipment increases the throttle to increase the speed of the railcar;

[0121] When the GYK speed limit is maintained, the GATO device uses constant speed cruise, with the operating speed 5km / h lower than the GYK mode speed limit (ATO has three strategies: 2 / 5 / 8km / h). It adjusts the throttle size in real time based on the influence of gradient and curvature in the vehicle data to maintain a constant speed.

[0122] When the GYK speed limit changes from high to low, the GATO equipment enters the coasting phase in advance (the railcar neither pulls nor brakes, and the railcar's running state mainly depends on the railcar's resistance).

[0123] When the rate of change of the speed limit is relatively large (i.e., when the running speed is less than or equal to the speed limit of 2 km / h), the braking stage is entered. The railcar first cancels the traction force and then brakes to decelerate. The GATO equipment calculates the deceleration rate, speed, and distance, and appropriately adjusts the air volume of the common brake valve to ensure that the running speed of the railcar is controlled below the speed limit value.

[0124] After the system controls the brake valve and pressure holding valve to decelerate the railcar, the GYK display does not show the normal operation or pressure holding valve. However, the newly added area in zone K shows the braking deceleration. When the permissible speed is reached, the deceleration is automatically released, and the operation is controlled according to the permissible speed.

[0125] Note: When the track car reaches 300 meters before the tunnel or bridge, control the track car to slow down to 45 km / h (if the speed limit is lower than 45 km / h, control according to the actual speed limit) and enter the tunnel. After entering the tunnel for 200 meters, increase the running speed.

[0126] 2.5.3 Parking control (e.g.) Figure 6 (As shown)

[0127] The GATO system automatically stops the railcar based on the distance to the target point, the current speed limit, and the speed limit 1 km ahead. If the distance or speed limit changes, the system will adjust accordingly. The car will brake to a stop 25 meters before the GYK control stopping point. After stopping, the GATO system automatically exits automatic driving mode.

[0128] The log should distinguish between normal braking and emergency braking during automatic driving control and manual intervention control; and distinguish between automatic release and manual release.

[0129] In a specific embodiment of the present invention, when the speed limit is 80 km / h, during the operation of the railcar, 0-70 km / h is the automatic acceleration zone, 70-75 km / h is the acceleration and deceleration zone, 75 km / h ± 2 km / h is the automatic cruise zone, 78-80 km / h is the deceleration zone, and the area within 50 meters of the closing point of the speed limit curve ahead is the parking zone.

[0130] 2.6 Operation Information Recording Function

[0131] The GATO equipment records include: track vehicle information, received BTM information, working status of each board, control output information, engine speed, gearbox speed, engine fault code, gearbox fault code, and obstacle information for image recognition.

[0132] 2.7 Engine Status Acquisition Function

[0133] The GATO equipment has the function of collecting the status of the railcar engine, including engine speed, vehicle speed, fault codes, etc.

[0134] 2.8 Transmission status acquisition function

[0135] The GATO equipment has the function of collecting the status of the railcar gearbox, including: gearbox output shaft speed, vehicle speed, fault codes, etc.

[0136] 2.9 Other Control Functions

[0137] Other controls requiring manual intervention in GATO mode follow the GYK control method and retain manual operation.

[0138] 2.10 Troubleshooting

[0139] In case of GATO equipment failure, a fault isolation switch is used to switch the switch to the isolation position. This will not affect the use of GYK, the use of the railcar driver controller, or the use of the railcar.

[0140] 2.11 Multi-vehicle reconnection and automatic driving control function

[0141] When train sets are in multiple reconnection (such as...) Figure 3 As shown), when the GATO equipment in the auxiliary machine state is in the reconnected power mode, the GATO equipment cooperates with the main machine GATO equipment and controls the track car to start, accelerate, cruise, coast, brake or stop according to the follow control command issued by the main machine GATO equipment. It adjusts the running speed in real time (controlling the track car to run at a speed less than or equal to the limit speed of 5 km / h) to realize the automatic operation control of the reconnected vehicles. In the reconnected power mode, the acceleration control of the GATO equipment needs to lag the main machine GATO equipment by 2 seconds. The throttle controller value is ≤ the main machine GATO throttle controller value. Braking and stopping are controlled synchronously to control the train with multiple reconnected vehicles to achieve automatic driving operation.

[0142] The GATO device detects driver input by collecting pressure data from the equalizing cylinder and brake cylinder. It also detects driver intervention by collecting data from the driver controller and the status of operating switches. If driver intervention is detected, the device immediately and automatically exits the "automatic driving" mode and gives the driver a voice prompt: "Attention! Attention! Switch to manual driving." The driver is then in control of the vehicle's operation or parking.

[0143] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0144] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method based on GATO track car multi-car reconnection operation, characterized in that, include: Install GATO equipment on each railcar; Driving status information is collected through the GATO device; Acquire onboard data from the railcar's operation control equipment; The driving status information and the on-board data are comprehensively analyzed and judged. The operation of the main track vehicle is controlled by the GATO equipment, and the running speed of the main track vehicle is adjusted in real time so that the running speed of the main track vehicle is less than or equal to the speed limit. Meanwhile, the GATO equipment of the main track vehicle sends follow control command information to the GATO equipment of the attached auxiliary track vehicle through the CAN bus of the reconnection port; The GATO equipment of the auxiliary locomotive track car in the reconnected power mode works in conjunction with the GATO equipment of the main track car to control the operation of the auxiliary locomotive track car, so that the running speed of the auxiliary locomotive track car is less than or equal to the speed limit. The GATO device includes two working modes: automatic driving and manual intervention. The GATO device collects the pressure of the equalizing air cylinder and the brake cylinder to determine the driver's operation of the large or small brake. The GATO device collects changes in the driver controller and the status of the operation switches to determine whether there is human intervention. When human intervention is detected, the device immediately and automatically exits the autonomous driving mode and issues a voice prompt, allowing the driver to take control of the vehicle. The GATO equipment generates a maximum speed control curve based on the current vehicle construction speed, track speed limit, light type speed limit and target distance, and controls the automatic acceleration, cruise, coasting, deceleration or stopping of the railcar. When the speed limit of the GYK device increases from low to high, the GATO device controls the railcar to accelerate automatically. When the speed limit of the GYK device remains unchanged, the GATO device controls the railcar to perform constant speed cruise. When the speed limit of the GYK device decreases from high to low, the GATO device controls the railcar to enter the coasting phase in advance. When the rate of decrease in the limiting speed of the GYK device exceeds a certain value, the GATO device controls the railcar to enter the deceleration and braking phase. The GATO equipment automatically controls the railcar to stop based on the distance to the target point, the current speed limit, and the speed limit ahead (pKm).

2. The control method for multi-vehicle reconnection operation of GATO rail vehicles according to claim 1, characterized in that, The railcars include a main service railcar and a supplementary locomotive railcar; there is one main service railcar and at least one supplementary locomotive railcar.

3. The control method for multi-vehicle reconnection operation of GATO rail vehicles according to claim 1, characterized in that, In reconnect power mode: For acceleration control, the GATO equipment of the auxiliary track car lags behind the GATO equipment of the main track car by n seconds; The throttle controller value of the GATO equipment on the auxiliary track car is less than or equal to the throttle controller value of the GATO equipment on the main track car. Synchronous control of braking and stopping of the auxiliary track car and the main track car.

4. The control method for multi-vehicle reconnection operation of GATO rail vehicles according to claim 1, characterized in that, When exiting the GATO device's autonomous driving mode, it switches to a manual intervention mode under the monitoring of the GYK device. At the same time, the GYK device provides voice prompts, and the driver confirms by pressing a button. If the driver does not press a button within X seconds, it will initiate emergency braking to stop the vehicle.

5. The control method for multi-vehicle reconnection operation of GATO rail vehicles according to claim 1, characterized in that, The GATO device controls the starting and traction power of the railcar by controlling the throttle controller; and controls the braking and deceleration of the railcar by controlling the solenoid valve to release air.

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