Locomotive automatic driving air brake redundancy control method and system

Abstract

The invention provides a locomotive automatic driving air braking redundancy control method and system, and relates to the technical field of locomotive braking. The system comprises an A-section air brake assembly, a B-section air brake assembly, an A-section switch, a B-section switch, an A-section automatic driving control unit and a B-section automatic driving control unit. The section A exchanger is simultaneously connected with the section A air brake assembly and the section B air brake assembly; the B-section exchanger is connected with the A-section air brake assembly and the B-section air brake assembly at the same time; the A-section automatic driving control unit is respectively connected with the A-section switch and the B-section switch; and the B-section automatic driving control unit is respectively connected with the A-section switch and the B-section switch. According to the system, orderly and stable braking control over the locomotive is formed by reasonably conducting A / B section braking data interaction.

Description

Technical Field

[0001] The present invention relates to the field of locomotive braking technology, and in particular to a method and system for controlling air brake redundancy for automatic locomotive driving. Background Art

[0002] Existing eight-axle and twelve-axle locomotives are limited by the locomotive electrical structure and the train bus (WTB) communication capacity. When there is a problem with the air brake system of the control section, only the backup brake can be used and the air brake system of the non-control section cannot be used to perform air brake control. Therefore, the automatic driving system (hereinafter referred to as ATO) equipped on the current eight-axle and twelve-axle locomotives only exchanges air brake control information with the air brake system of this section.

[0003] With the development of Ethernet communication technology, the TSN network (i.e., Time-Sensitive Networking), which can achieve deterministic minimum latency in non-deterministic Ethernet, has gradually been recognized in the field of railway locomotives. New locomotives use the TSN network to realize data communication between key control devices of the locomotive, so that the locomotive's air brake system can achieve functional redundancy of the A / B section air brake control through data sharing between the A / B section brake systems of the locomotive. When the brake control system of one section fails, the brake control system of the other section can be enabled to perform air brake control through redundant switching operations.

[0004] Therefore, it is an urgent problem to be solved to design a redundant control method and system for air brakes of locomotive automatic driving, and to form orderly and stable braking control of the locomotive through reasonable interaction of A / B section braking data. Summary of the invention

[0005] The purpose of the present invention is to provide a locomotive automatic driving air brake redundant control system, which realizes data interaction between the automatic driving systems of sections A / B on the brake control of the two sections through a switch. When the automatic driving of a single section cannot complete the brake control, the normal brake control of the locomotive as a whole can still be performed, thereby improving the control redundancy of the locomotive brake, making the automatic driving more stable and reliable, and reducing the driver's labor intensity to a certain extent.

[0006] The present invention also aims to provide a method for redundant control of air brakes for automatic locomotive driving. The method combines the current driving mode of the A / B section and collects the braking control data of the A / B section to perform reasonable braking control processing, and performs reasonable redundant switching when braking control failure occurs, thereby ensuring continuous and stable implementation of braking control.

[0007] In a first aspect, the present invention provides a locomotive automatic driving air brake redundant control system, comprising: a section A air brake assembly, a section B air brake assembly, a section A switch, a section B switch, a section A automatic driving control unit and a section B automatic driving control unit; the section A switch is connected to the section A air brake assembly and the section B air brake assembly at the same time; the section B switch is connected to the section A air brake assembly and the section B air brake assembly at the same time; the section A automatic driving control unit is respectively connected to the section A switch and the section B switch; the section B automatic driving control unit is respectively connected to the section A switch and the section B switch.

[0008] In the present invention, the system realizes data interaction between the automatic driving systems of sections A / B on the braking control of the two sections through a switch. When the automatic driving of a single section cannot complete the braking control, the normal braking control of the locomotive as a whole can still be performed, thereby improving the control redundancy of the locomotive braking, making the automatic driving more stable and reliable, and reducing the driver's labor intensity to a certain extent.

[0009] As a possible implementation method, the automatic driving control unit of Section A includes a first automatic driving control unit of Section A and a second automatic driving control unit of Section A; the first automatic driving control unit of Section A is respectively connected to the switch of Section A and the switch of Section B; the second automatic driving control unit of Section A is respectively connected to the switch of Section A and the switch of Section B.

[0010] In the present invention, section A provides two sets of automatic driving control units and each unit can also interact with section A / B braking control data, which further improves the redundancy of automatic driving and makes the locomotive operation more reliable.

[0011] As a possible implementation method, the automatic driving control unit of Section B includes a first automatic driving control unit of Section B and a second automatic driving control unit of Section B; the first automatic driving control unit of Section B is connected to the switch of Section A and the switch of Section B respectively; the second automatic driving control unit of Section B is connected to the switch of Section A and the switch of Section B respectively.

[0012] In the present invention, similarly, section B provides two sets of automatic driving control units and each unit can also interact with section A / B braking control data, further improving the redundancy of automatic driving and making locomotive operation more reliable.

[0013] In a second aspect, the present invention provides a method for redundant control of air brakes for automatic driving of a locomotive, comprising: collecting current operating data of the A / B section to determine the current driving mode; obtaining braking information of the A / B section, and performing driving mode processing based on the braking control state according to the current driving mode to form driving mode processing data.

[0014] In the present invention, the method combines the current driving mode of the A / B section and collects the braking control data of the A / B section to perform reasonable braking control processing, and performs reasonable redundant switching when the braking control fails, so as to ensure the continuous and stable implementation of braking control.

[0015] As a possible implementation method, the braking information of the A / B section is obtained, and the driving mode processing based on the braking control state is performed according to the current driving mode to form driving mode processing data, including: when the current driving mode is a non-automatic driving mode, and it is determined according to the braking information that the A / B section is not in the main braking control, the original driving mode information is maintained; when the current driving mode is a non-automatic driving mode, and it is determined according to the braking information that the A / B section is not in the main braking control, the original driving mode information is maintained; when the current driving mode is a non-automatic driving mode, and it is determined according to the braking information that the A / B section has a braking redundancy switch, the original driving mode information is maintained; when the current driving mode is a non-automatic driving mode, and it is determined according to the braking information that only one of the A / B sections is in the main braking control, the current driving mode is switched to the automatic driving mode, and the braking information of the section under main control is collected for braking control.

[0016] In the present invention, when the current driving mode has not yet been connected to the automatic driving, the specific method is to add a communication interface with the braking system of another locomotive in each section of the ATO, so that each section of the ATO can exchange data related to automatic driving with the braking system of the A / B section, and the ATO of the operating section receives the automatic driving interaction data of the braking system of the A / B section at the same time, and adopts different processing methods according to the received data content: when the received data indicates that the current braking system of the A / B section is not the main braking system, it is not allowed to cut into the automatic driving; when the received data indicates that the current braking system of the A / B section is the main braking system, it is not allowed to cut into the automatic driving; when the received data indicates that the redundant switching is currently being performed, it is not allowed to cut into the automatic driving; when the received data indicates that only one section of the braking system of the current A / B section is the main braking system, the automatic driving logic and command processing related to air braking are performed according to the data of the braking system in the main state. Of course, after cutting into the automatic driving, the ATO only performs the automatic driving logic and command processing related to air braking according to the data of the braking system in the main state, and the braking system in the main state is responsible for air braking control.

[0017] As a possible implementation method, the braking information of the A / B section is obtained, and the driving mode processing based on the braking control state is performed according to the current driving mode to form driving mode processing data, including: when the current driving mode is the automatic driving mode and a protective decompression fault occurs in the main braking control, the current driving mode exits the automatic driving mode and outputs the manual takeover information.

[0018] In the present invention, after switching into automatic driving, when the current main braking system fails and needs to be switched to redundancy, different processing methods are adopted according to the impact of the redundant switching control of the braking system on the automatic driving. Among them, when a fault occurs that requires protective decompression, the braking system decompresses according to the original protection logic and exits the automatic driving. The control section ATO prompts manual takeover and executes the corresponding protection logic. Of course, after the braking system completes the redundant switching, the automatic driving air brake related processing and control are performed according to the new main braking system data.

[0019] As a possible implementation method, the braking information of the A / B section is obtained, and the driving mode processing based on the braking control state is performed according to the current driving mode to form driving mode processing data, including: when the current driving mode is the automatic driving mode and a non-protective decompression fault occurs in the main braking control, the following judgment processing of redundant switching is performed: if the redundant switching meets the direct switching conditions, braking redundancy direct switching information is formed; if the redundant switching does not meet the direct switching conditions, braking redundancy indirect switching information is formed.

[0020] In the present invention, when a fault occurs in the braking system that does not require decompression but requires redundant switching, the braking systems of sections A / B must inform the main control section ATO that the current braking system is in a redundant switching state. At this time, the main control section ATO determines whether the switching conditions are met, such as whether it is in a decompression state, whether it is about to require decompression or relief, etc. If the conditions are met, the braking system is informed to allow switching, and after the switching is completed, air brake control is performed through the new main braking system; if the conditions are not met, it will prompt for manual takeover and execute the corresponding protection logic.

[0021] The beneficial effects of the locomotive automatic driving air brake redundant control method and system provided by the present invention are as follows:

[0022] The system uses switches to realize data exchange between the automatic driving systems of sections A / B on the braking control of the two sections. When the automatic driving of a single section cannot complete the braking control, it can still perform normal braking control of the locomotive as a whole, thereby improving the control redundancy of the locomotive braking, making the automatic driving more stable and reliable, and also reducing the driver's labor intensity to a certain extent.

[0023] The method combines the current driving mode of the A / B section and collects the brake control data of the A / B section to perform reasonable brake control processing, and performs reasonable redundant switching when the brake control fails, so as to ensure the continuous and stable implementation of the brake control. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments of the present invention are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0025] Figure 1 A schematic diagram of a redundant control method for air brakes of a locomotive automatic driving system provided by an embodiment of the present invention;

[0026] Figure 2 A schematic diagram of the structure of a locomotive automatic driving air brake redundant control system provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0027] The technical solutions in the embodiments of the present invention will be described below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0028] Existing eight-axle and twelve-axle locomotives are limited by the locomotive electrical structure and the train bus (WTB) communication capacity. When there is a problem with the air brake system of the control section, only the backup brake can be used and the air brake system of the non-control section cannot be used to perform air brake control. Therefore, the automatic driving system (hereinafter referred to as ATO) equipped on the current eight-axle and twelve-axle locomotives only exchanges air brake control information with the air brake system of this section.

[0029] With the development of Ethernet communication technology, the TSN network (i.e., Time-Sensitive Networking), which can achieve deterministic minimum latency in non-deterministic Ethernet, has gradually been recognized in the field of railway locomotives. New locomotives use the TSN network to realize data communication between key control devices of the locomotive, so that the locomotive's air brake system can achieve functional redundancy of the A / B section air brake control through data sharing between the A / B section brake systems of the locomotive. When the brake control system of one section fails, the brake control system of the other section can be enabled to perform air brake control through redundant switching operations.

[0030] refer to Figure 1 , Figure 2 An embodiment of the present invention provides a redundant control method for air brakes of a locomotive automatic driving. The method combines the current driving mode of the A / B section and collects the brake control data of the A / B section to perform reasonable brake control processing, and performs reasonable redundant switching when the brake control fails, so as to ensure the continuous and stable implementation of the brake control.

[0031] The method specifically comprises the following steps:

[0032] S1: Collect the current operation data of section A / B and determine the current driving mode.

[0033] The data analysis and processing below the brake control is different for different current driving modes, so it needs to be determined first.

[0034] S2: Acquire the braking information of the A / B section, and perform driving mode processing based on the braking control state according to the current driving mode to form driving mode processing data.

[0035] The braking information of the A / B section is obtained, and the driving mode processing based on the braking control state is performed according to the current driving mode to form driving mode processing data, including: when the current driving mode is a non-automatic driving mode, and it is determined according to the braking information that the A / B section is not under the main braking control, the original driving mode information is maintained; when the current driving mode is a non-automatic driving mode, and it is determined according to the braking information that the A / B section is not under the main braking control, the original driving mode information is maintained; when the current driving mode is a non-automatic driving mode, and it is determined according to the braking information that the A / B section has a braking redundancy switch, the original driving mode information is maintained; when the current driving mode is a non-automatic driving mode, and it is determined according to the braking information that only one of the A / B sections is under the main braking control, the current driving mode is switched to the automatic driving mode, and the braking information of the section under main control is collected for braking control.

[0036] When the current driving mode has not yet been connected to the automatic driving, the specific method is to add a communication interface with the braking system of another locomotive in each section's ATO, so that each section's ATO can exchange automatic driving related data with the braking system of the A / B section, and the ATO of the operating section simultaneously receives the automatic driving interaction data of the braking system of the A / B section, and adopts different processing methods according to the received data content: when the received data indicates that the current braking system of the A / B section is not the main braking system, it is not allowed to cut into the automatic driving; when the received data indicates that the current braking system of the A / B section is the main braking system, it is not allowed to cut into the automatic driving; when the received data indicates that the redundant switching is currently in progress, it is not allowed to cut into the automatic driving; when the received data indicates that only one section of the braking system of the A / B section is the main braking system, the air brake-related automatic driving logic and command processing are performed according to the data of the braking system in the main state. Of course, after cutting into the automatic driving, the ATO only performs the air brake-related automatic driving logic and command processing according to the data of the braking system in the main state, and the braking system in the main state is responsible for air brake control.

[0037] The braking information of the A / B section is obtained, and the driving mode processing based on the braking control state is performed according to the current driving mode to form driving mode processing data, including: when the current driving mode is the automatic driving mode and a protective decompression fault occurs in the main braking control, the current driving mode exits the automatic driving mode and outputs the manual takeover information.

[0038] After switching into autonomous driving, if the current service braking system fails and needs to be switched to redundancy, different handling methods are adopted according to the impact of the redundant switching control of the braking system on autonomous driving. Among them, when a fault occurs that requires protective decompression, the braking system decompresses according to the original protection logic and exits autonomous driving. The ATO prompts manual takeover and executes the corresponding protection logic. Of course, after the braking system completes the redundant switching, the autonomous driving air brake related processing and control are performed according to the new service braking system data.

[0039] The braking information of the A / B section is obtained, and the driving mode processing based on the braking control state is performed according to the current driving mode to form driving mode processing data, including: when the current driving mode is the automatic driving mode and a non-protective decompression fault occurs in the main braking control, the following judgment processing of redundant switching is performed: if the redundant switching meets the direct switching conditions, braking redundancy direct switching information is formed; if the redundant switching does not meet the direct switching conditions, braking redundancy indirect switching information is formed.

[0040] When a fault occurs in the braking system that does not require decompression but requires redundant switching, the braking systems of sections A / B must inform the main control section ATO that the current braking system is in a redundant switching state. At this time, the main control section ATO determines whether the switching conditions are met, such as whether it is in a decompression state, whether decompression or relief is about to be required, etc. If the conditions are met, the braking system is informed to allow switching, and after the switching is completed, air braking control is performed through the new main braking system; if the conditions are not met, a prompt is given to take over manually, and the corresponding protection logic is executed.

[0041] The present invention also provides a locomotive automatic driving air brake redundant control system, comprising: a section A air brake assembly, a section B air brake assembly, a section A switch, a section B switch, a section A automatic driving control unit and a section B automatic driving control unit; the section A switch is connected to the section A air brake assembly and the section B air brake assembly at the same time; the section B switch is connected to the section A air brake assembly and the section B air brake assembly at the same time; the section A automatic driving control unit is respectively connected to the section A switch and the section B switch; the section B automatic driving control unit is respectively connected to the section A switch and the section B switch.

[0042] The system uses switches to realize data exchange between the automatic driving systems of sections A / B on the braking control of the two sections. When the automatic driving of a single section cannot complete the braking control, it can still perform normal braking control of the locomotive as a whole, thereby improving the control redundancy of the locomotive braking, making the automatic driving more stable and reliable, and also reducing the driver's labor intensity to a certain extent.

[0043] Among them, the automatic driving control unit of Section A includes the first automatic driving control unit of Section A and the second automatic driving control unit of Section A; the first automatic driving control unit of Section A is connected to the switch of Section A and the switch of Section B respectively; the second automatic driving control unit of Section A is connected to the switch of Section A and the switch of Section B respectively. Section A provides two sets of automatic driving control units and each unit can also exchange the braking control data of Section A / B, which further improves the redundancy of automatic driving and makes the locomotive operation more reliable.

[0044] The B section autopilot control unit includes the first autopilot control unit and the second autopilot control unit; the first autopilot control unit is connected to the A section switch and the B section switch respectively; the second autopilot control unit is connected to the A section switch and the B section switch respectively. Similarly, the B section provides two sets of autopilot control units and each unit can also interact with the A / B section brake control data, further improving the redundancy of the autopilot and making the locomotive operation more reliable.

[0045] In summary, the locomotive automatic driving air brake redundant control method and system provided by the embodiments of the present invention have the following beneficial effects:

[0046] The method combines the current driving mode of the A / B section and collects the brake control data of the A / B section to perform reasonable brake control processing, and performs reasonable redundant switching when the brake control fails, so as to ensure the continuous and stable implementation of the brake control.

[0047] The system uses switches to realize data exchange between the automatic driving systems of sections A / B on the braking control of the two sections. When the automatic driving of a single section cannot complete the braking control, it can still perform normal braking control of the locomotive as a whole, thereby improving the control redundancy of the locomotive braking, making the automatic driving more stable and reliable, and also reducing the driver's labor intensity to a certain extent.

[0048] In the embodiments of the present application, "indication" may include direct indication and indirect indication, and may also include explicit indication and implicit indication. The information indicated by a certain information is called information to be indicated. In the specific implementation process, there are many ways to indicate the information to be indicated, such as but not limited to, the information to be indicated can be directly indicated, such as the information to be indicated itself or the index of the information to be indicated. The information to be indicated can also be indirectly indicated by indicating other information, wherein there is an association between the other information and the information to be indicated. It is also possible to indicate only a part of the information to be indicated, while the other parts of the information to be indicated are known or agreed in advance. For example, the indication of specific information can also be achieved by means of the arrangement order of each piece of information agreed in advance (for example, specified by the protocol), thereby reducing the indication overhead to a certain extent. At the same time, the common parts of each piece of information can also be identified and indicated uniformly to reduce the indication overhead caused by indicating the same information separately.

[0049] In addition, the specific indication method may also be various existing indication methods, such as but not limited to the above-mentioned indication methods and various combinations thereof. The specific details of the various indication methods can refer to the prior art and will not be repeated herein. As can be seen from the above, for example, when it is necessary to indicate multiple information of the same type, different indication methods may be used for different information. In the specific implementation process, the desired indication method can be selected according to specific needs. The embodiment of the present application does not limit the selected indication method. In this way, the indication method involved in the embodiment of the present application should be understood to cover various methods that can enable the party to be indicated to obtain the information to be indicated.

[0050] It should be understood that the information to be indicated can be sent as a whole, or divided into multiple sub-information and sent separately, and the sending period and / or sending time of these sub-information can be the same or different. The specific sending method is not limited in the embodiment of the present application. Among them, the sending period and / or sending time of these sub-information can be pre-defined, for example, pre-defined according to a protocol, or can be configured by the sending end device by sending configuration information to the receiving end device.

[0051] "Pre-definition" or "pre-configuration" can be implemented by pre-saving corresponding codes, tables or other methods that can be used to indicate relevant information in the device, and the embodiments of the present application do not limit the specific implementation method. Among them, "saving" can mean saving in one or more memories. The one or more memories can be set separately or integrated in an encoder or decoder, a processor, or a communication device. The one or more memories can also be partially set separately and partially integrated in a decoder, a processor, or a communication device. The type of memory can be any form of storage medium, which is not limited by the embodiments of the present application.

[0052] The "protocol" involved in the embodiments of the present application may refer to a protocol family in the communication field, a standard protocol with a similar protocol family frame structure, or a related protocol used in future communication systems, and the embodiments of the present application do not make specific limitations on this.

[0053] In the embodiments of the present application, descriptions such as "when...", "in the case of...", "if" and "if" all mean that the device will make corresponding processing under certain objective circumstances. It does not limit the time, nor does it require the device to have a judgment action when implementing it, nor does it mean that there are other limitations.

[0054] In the description of the embodiments of the present application, unless otherwise specified, " / " indicates that the objects associated before and after are in an "or" relationship, for example, A / B can represent A or B; "and / or" in the embodiments of the present application is only a description of the association relationship of the associated objects, indicating that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. In addition, in the description of the embodiments of the present application, unless otherwise specified, "multiple" refers to two or more than two. "At least one of the following" or its similar expression refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple. In addition, in order to facilitate the clear description of the technical solution of the embodiments of the present application, in the embodiments of the present application, the words "first" and "second" are used to distinguish the same or similar items with basically the same functions and effects. Those skilled in the art will appreciate that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit the difference. At the same time, in the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a concrete way for easy understanding.

[0055] It should be understood that the processor in the embodiments of the present application may be a central processing unit (CPU), and the processor may also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0056] It should also be understood that the memory in the embodiments of the present application may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of random access memory (RAM) are available, such as static RAM (SRAM), dynamic random access memory (DRAM), synchronous DRAM (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link DRAM (SLDRAM), and direct rambus RAM (DR RAM).

[0057] The above embodiments can be implemented in whole or in part by software, hardware (such as circuits), firmware or any other combination. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website site, computer, server or data center to another website site, computer, server or data center by wired (such as infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that contains one or more available media sets. The available medium can be a magnetic medium (for example, a floppy disk, a hard disk, a tape), an optical medium (for example, a DVD), or a semiconductor medium. The semiconductor medium can be a solid-state hard disk.

[0058] It should be understood that the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. A and B can be singular or plural. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship, but it may also indicate an "and / or" relationship. Please refer to the context for specific understanding.

[0059] In this application, "at least one" means one or more, and "more than one" means two or more. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can be represented by: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple.

[0060] It should be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0061] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0062] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0063] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0064] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0065] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0066] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage media include: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROM), random access memories (RAM), magnetic disks or optical disks.

[0067] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A locomotive automatic driving air brake redundant control system, characterized in that: include: Section A air brake assembly, Section B air brake assembly, Section A switch, Section B switch, Section A automatic driving control unit and Section B automatic driving control unit; The section A switch is connected to the section A air brake assembly and the section B air brake assembly at the same time; the section B switch is connected to the section A air brake assembly and the section B air brake assembly at the same time; the section A automatic driving control unit is connected to the section A switch and the section B switch respectively; the section B automatic driving control unit is connected to the section A switch and the section B switch respectively.

2. The locomotive automatic driving air brake redundant control system according to claim 1, characterized in that: The Section A automatic driving control unit includes a first automatic driving control unit and a second automatic driving control unit in Section A; the first automatic driving control unit in Section A is connected to the Section A switch and the Section B switch respectively; the second automatic driving control unit in Section A is connected to the Section A switch and the Section B switch respectively.

3. The locomotive automatic driving air brake redundant control system according to claim 2, characterized in that: The Section B automatic driving control unit includes a first automatic driving control unit and a second automatic driving control unit of Section B; the first automatic driving control unit of Section B is connected to the Section A switch and the Section B switch respectively; the second automatic driving control unit of Section B is connected to the Section A switch and the Section B switch respectively.

4. A locomotive automatic driving air brake redundant control method, applied to the locomotive automatic driving air brake redundant braking system according to claim 3, characterized in that: include: Collect the current operation data of section A / B to determine the current driving mode; The braking information of the A / B section is obtained, and driving mode processing based on the braking control state is performed according to the current driving mode to form driving mode processing data.

5. The locomotive automatic driving air brake redundant control method according to claim 4, characterized in that: The obtaining of the braking information of the A / B section and performing driving mode processing based on the braking control state according to the current driving mode to form driving mode processing data include: When the current driving mode is a non-automatic driving mode and it is determined according to the braking information that both the A and B sections are not in the main braking control, the original driving mode information is maintained; When the current driving mode is a non-automatic driving mode and it is determined according to the braking information that both the A and B sections are not in the main braking control, the original driving mode information is maintained; When the current driving mode is a non-automatic driving mode and it is determined according to the braking information that there is a braking redundancy switch in the A / B section, the original driving mode information is maintained; When the current driving mode is a non-automatic driving mode, and it is determined based on the braking information that only one of the A / B sections is under main braking control, the current driving mode is switched to the automatic driving mode, and the braking information of the section under main control is collected for braking control.

6. The locomotive automatic driving air brake redundant control method according to claim 5, characterized in that: The obtaining of the braking information of the A / B section and performing driving mode processing based on the braking control state according to the current driving mode to form driving mode processing data include: When the current driving mode is the automatic driving mode and a protective decompression fault occurs in the primary braking control, the current driving mode exits the automatic driving mode and outputs manual takeover information.

7. The locomotive automatic driving air brake redundant control method according to claim 5, characterized in that: The obtaining of the braking information of the A / B section and performing driving mode processing based on the braking control state according to the current driving mode to form driving mode processing data include: When the current driving mode is the automatic driving mode and a non-protective decompression fault occurs in the primary brake control, the following judgment process of redundant switching is performed: If the redundant switching meets the direct switching condition, the braking redundant direct switching information is generated; If the redundant switching does not meet the direct switching conditions, the brake redundant indirect switching information is generated.

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