Control method, device, system and rail vehicle for the steering of a suspension car coupler

Abstract

The application provides a kind of suspension car coupler steering control method, device, system and rail vehicle, method includes: real-time detection human-computer interaction interface HMI sent coupler steering instruction, the coupler steering instruction includes uncoupling, coupler left turn, coupler right turn and coupler centering;In response to the coupler steering instruction, according to current vehicle condition, output corresponding coupler steering control logic;Based on the coupler steering control logic, simultaneous control of multiple solenoid valves is realized, the solenoid valve includes uncoupling solenoid valve, left turn solenoid valve, right turn solenoid valve and centering solenoid valve.The application can meet the needs of the owner according to the actual demand of the vehicle, when the vehicle rescue and other hitching demand, through the corresponding coupler steering control logic, better realizes the owner's demand, completes the simultaneous control of multiple solenoid valves when coupler is hitched, improves train operation efficiency, while reducing the manufacturing cost of train.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail vehicle technology, in particular to a control method, device and system for turning of a suspended car coupler and a rail vehicle. BACKGROUND

[0002] In the process of coupling rescue and subsequent decoupling of the suspended car, the coupler needs to be controlled to turn to facilitate the coupling operation of the suspended car on the curve section. However, the suspended car has no coupler controller and no external steering control knob, and the network human-machine interface (HMI) needs to issue instructions, and the central control unit needs to control the left turning, right turning, centering and decoupling of the coupler electromagnetic valve. According to the operation habits and requirements of the owner, a single action instruction clicked by the HMI needs to control multiple coupler electromagnetic valve actions at the same time. Therefore, a new logic is needed to control the coupler action. SUMMARY

[0003] The present application provides a control method, device and system for turning of a suspended car coupler and a rail vehicle to solve the defect that the turning control logic of the suspended car coupler in the prior art does not meet the user's needs, and to realize effective control of the turning of the suspended car coupler.

[0004] The present application provides a control method for turning of a suspended car coupler, which is realized by a vehicle central control unit (CCU) and includes the following steps.

[0005] Real-time detection of a coupler turning instruction sent by a human-machine interface (HMI), wherein the coupler turning instruction includes uncoupling, coupler left turning, coupler right turning and coupler centering;

[0006] In response to the coupler turning instruction, a corresponding coupler turning control logic is output according to the current vehicle condition;

[0007] Based on the coupler turning control logic, simultaneous control of multiple electromagnetic valves is realized, including an uncoupling electromagnetic valve, a left turning electromagnetic valve, a right turning electromagnetic valve and a centering electromagnetic valve.

[0008] According to the control method for turning of a suspended car coupler provided by the present application, when the coupler turning instruction is uncoupling, the coupler turning control logic includes:

[0009] The driver's room is normally occupied, and the coupling power supply is closed,

[0010] When the HMI clicks uncoupling, an uncoupling instruction is output;

[0011] When the HMI cancels uncoupling, the uncoupling instruction is canceled;

[0012] After the coupler is successfully uncoupled, the intermediate cylinder is in a wind supply state.

[0013] According to the control method for the suspension vehicle coupler turning provided by the application, when the coupler turning instruction is left turning, the coupler turning control logic comprises:

[0014] When the coupler turns left once, the left turning electromagnetic valve is powered to act, and the centering electromagnetic valve and the right turning electromagnetic valve are not actuated;

[0015] The setting condition is that the HMI clicks the coupler left turning;

[0016] The reset condition is that the HMI clicks the right turning, centering, cancel action instruction or has been coupled to the position.

[0017] According to the control method for the suspension vehicle coupler turning provided by the application, when the coupler turning instruction is right turning, the coupler turning control logic comprises:

[0018] When the coupler turns right once, the right turning electromagnetic valve is powered to act, and the centering electromagnetic valve and the left turning electromagnetic valve are not actuated;

[0019] The setting condition is that the HMI clicks the coupler right turning;

[0020] The reset condition is that the HMI clicks the left turning, centering, cancel action instruction or has been coupled to the position.

[0021] According to the control method for the suspension vehicle coupler turning provided by the application, when the coupler turning instruction is centering, the coupler turning control logic comprises:

[0022] When the coupler turns centering once, the centering electromagnetic valve is powered to act, and the left turning electromagnetic valve and the right turning electromagnetic valve are not actuated;

[0023] When not coupled to the position, the centering electromagnetic valve is powered to act, and the left turning electromagnetic valve and the right turning electromagnetic valve are not actuated;

[0024] When coupled to the position, the centering electromagnetic valve, the right turning electromagnetic valve and the left turning electromagnetic valve are not actuated;

[0025] The setting condition is that the HMI clicks the coupler centering or not coupled to the position;

[0026] The reset condition is that the HMI clicks the left turning, the HMI clicks the right turning, the vehicle is coupled to the position, and the HMI cancel action is operated when there is no HMI centering signal.

[0027] According to the control method for the suspension vehicle coupler turning provided by the application, when the uncoupling electromagnetic valve, the left turning electromagnetic valve and the right turning electromagnetic valve are powered, the inflation action is performed, and when the centering electromagnetic valve is not powered, the inflation action is performed.

[0028] The application also provides a control device for the suspension vehicle coupler turning, which is realized by a vehicle central control unit (CCU) and comprises the following modules:

[0029] The detection module is used for detecting a coupler steering instruction sent by a human-machine interface (HMI) in real time, wherein the coupler steering instruction comprises uncoupling, coupler left turning, coupler right turning and coupler centering.

[0030] The control logic output module is used for outputting a corresponding coupler steering control logic according to a current vehicle state in response to the coupler steering instruction.

[0031] The control logic execution module is used for simultaneously controlling a plurality of electromagnetic valves based on the coupler steering control logic.

[0032] The application further provides a coupler steering control system for a suspended vehicle, comprising a vehicle central control unit (CCU), a human-machine interface (HMI) and an input-output module (IOM).

[0033] The vehicle central control unit (CCU) is used for implementing the coupler steering control method according to any one of claims 1 to 6.

[0034] The human-machine interface (HMI) is used for outputting a coupler steering instruction according to actual task requirements.

[0035] The input-output module (IOM) is connected with each electromagnetic valve and is used for receiving a coupler steering control logic output by the vehicle central control unit (CCU) and converting a control signal corresponding to the coupler steering instruction into an electric signal according to the coupler steering control logic, wherein the electric signal is used for acting on the electromagnetic valve to simultaneously control the electromagnetic valve.

[0036] The application further provides a railway vehicle comprising the coupler steering control system for a suspended vehicle.

[0037] The application further provides an electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the coupler steering control method according to any one of the above when executing the computer program.

[0038] The application further provides a non-transitory computer readable storage medium having a computer program stored thereon, wherein the computer program is executable on a processor to implement the coupler steering control method according to any one of the above.

[0039] The application further provides a computer program product comprising a computer program, wherein the computer program is executable on a processor to implement the coupler steering control method according to any one of the above.

[0040] The present invention provides a control method, device, system, and rail vehicle for coupler steering. Implemented through the vehicle's central control unit (CCU), it detects coupler steering commands sent via the human-machine interface (HMI) in real time. These commands include uncoupling, left-turning, right-turning, and centering. Responding to these commands, the system outputs corresponding coupler steering control logic based on the current vehicle condition. Based on this logic, it simultaneously controls multiple solenoid valves, including uncoupling, left-turning, right-turning, and centering valves. This invention, tailored to actual vehicle needs, effectively addresses owner requirements during coupling operations such as vehicle rescue. It achieves simultaneous control of multiple solenoid valves during left-turning, centering, and right-turning while coupling, improving train operating efficiency and reducing manufacturing costs. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0042] Figure 1 This is one of the flowcharts illustrating the control method for steering of the suspension coupler provided by the present invention.

[0043] Figure 2 This is the coupler steering control logic diagram provided by the present invention during uncoupling.

[0044] Figure 3 This is the coupler steering control logic diagram provided by the present invention when the coupler turns left.

[0045] Figure 4 This is the coupler steering control logic diagram provided by the present invention when the coupler turns right.

[0046] Figure 5 This is the coupler steering control logic diagram provided by the present invention when the coupler is centered.

[0047] Figure 6 This is the second flowchart illustrating the control method for steering of the suspension coupler provided by the present invention.

[0048] Figure 7 This is a schematic diagram of the control device for steering of the suspension coupler provided by the present invention.

[0049] Figure 8 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0050] In order to make the objects, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be clearly and completely described below in conjunction with the drawings in the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0051] The present application will be described in detail below in conjunction with the drawings in the specification. The specific operation methods in the method embodiments can also be applied to the device embodiments or the system embodiments. In the description of the present application, unless otherwise specified, "at least one" includes one or more. "Multiple" refers to two or more. For example, at least one of A, B and C includes: A alone, B alone, A and B together, A and C together, B and C together, and A, B and C together. In the present application, " / " means or, for example, A / B can mean A or B; "and / or" in this document only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone.

[0052] The present application will be described in detail below in conjunction with the drawings in the specification.

[0053] In actual application, such as during the process of coupling rescue and subsequent decoupling of a suspended vehicle, it is necessary to control the coupler to turn, so as to facilitate the coupling operation in a curved section. However, there is no coupler controller and no external steering control knob on the whole vehicle, and the network human-machine interface (HMI) needs to issue instructions, and the central control unit (CCU) needs to control the coupler left turn, right turn, centering and decoupling solenoid action. According to the operation habits and requirements of the owner, a single action instruction clicked by the HMI needs to control multiple coupler solenoid actions at the same time. Therefore, a new logic is needed to control the coupler action.

[0054] Therefore, in some specific embodiments of the present application, as shown in Figure 1 The present application provides a control method for coupler steering of a suspended vehicle, which is realized by a vehicle central control unit (CCU). The method comprises the following steps:

[0055] Step 100, real-time detection of a coupler steering instruction sent by a human-machine interface (HMI), wherein the coupler steering instruction comprises decoupling, coupler left turn, coupler right turn and coupler centering;

[0056] Step 200, in response to the coupler steering instruction, output of a corresponding coupler steering control logic according to the current vehicle condition;

[0057] Step 300, based on the car coupler steering control logic, the simultaneous control of a plurality of electromagnetic valves is realized, the electromagnetic valves include a uncoupling electromagnetic valve, a left turn electromagnetic valve, a right turn electromagnetic valve and a center electromagnetic valve.

[0058] It should be noted that the existing suspension car coupler steering control scheme needs to rely on the coupler controller or the external steering control knob, which is not suitable for vehicles without coupler controller and external steering control knob, and cannot realize the simultaneous control of a plurality of coupler electromagnetic valves through a single action instruction according to the operation habits and requirements of the owner.

[0059] Therefore, the present application provides a control logic of a steerable coupler, without additional external rotation control knob and coupler controller, the steering instruction is issued by the human-machine interaction unit HMI of the network control and monitoring system on the existing network system architecture, the central control unit CCU controls the steering logic, and sends the control instruction to the input and output module IOM to directly control the related action electromagnetic valve, thereby realizing the direct control of the coupler electromagnetic valve.

[0060] In some possible embodiments of the present application, as shown in Figure 2 When the coupler steering instruction is uncoupling, the coupler steering control logic includes:

[0061] The driver's room is normally occupied, and the power connection is closed,

[0062] When the HMI clicks uncoupling, the uncoupling instruction is output;

[0063] When the HMI cancels uncoupling, the uncoupling instruction is canceled;

[0064] After the coupler is successfully uncoupled, the intermediate cylinder is in the air supply state.

[0065] Specifically, the embodiment provides an implementation of the coupler steering control logic when uncoupling, in the case of simultaneously receiving the driver's room occupancy signal and the power connection closed signal, when the HMI clicks uncoupling, the CCU outputs the uncoupling instruction, when the HMI cancels uncoupling, the CCU cancels the uncoupling instruction, and the steering control logic of the uncoupling instruction is realized.

[0066] In some possible embodiments of the present application, as shown in Figure 3 When the coupler steering instruction is left turning, the coupler steering control logic includes:

[0067] When the coupler is left turned once, the left turn electromagnetic valve is powered and operated, and the center electromagnetic valve and the right turn electromagnetic valve are not operated;

[0068] The setting condition is that when the HMI clicks the coupler left turn, the CCU outputs the left turn instruction;

[0069] Reset condition: HMI clicks right turn, center, cancel action instruction or has been linked to the position, CCU cancels left turn instruction at the same time.

[0070] Specifically, the embodiment provides an implementation of a car coupler turning control logic when the car coupler turns left. When the car coupler turns left, only the left turn electromagnetic valve is actuated, and the center electromagnetic valve and the right turn electromagnetic valve are not actuated. During execution of the car coupler left turn instruction, when the user clicks the right turn, center, cancel action instruction or the linked to the position action, the left turn instruction is canceled and the left turn action is stopped at the same time of executing the clicked action.

[0071] In some possible embodiments of the present application, as shown in Figure 4 the car coupler turning instruction is that the car coupler turns right, and the car coupler turning control logic comprises:

[0072] When the car coupler turns right once, the right turn electromagnetic valve is powered on, and the center electromagnetic valve and the left turn electromagnetic valve are not actuated;

[0073] Set condition: HMI clicks the car coupler right turn, and the CCU outputs the right turn instruction;

[0074] Reset condition: HMI clicks the left turn, center, cancel action instruction or has been linked to the position, CCU cancels the right turn instruction at the same time.

[0075] Specifically, the embodiment provides an implementation of a car coupler turning control logic when the car coupler turns right. When the car coupler turns right, only the right turn electromagnetic valve is actuated, and the center electromagnetic valve and the left turn electromagnetic valve are not actuated. During execution of the car coupler right turn instruction, when the user clicks the left turn, center, cancel action instruction or the linked to the position action, the right turn instruction is canceled and the right turn action is stopped at the same time of executing the clicked action.

[0076] In some possible embodiments of the present application, as shown in Figure 5 the car coupler turning instruction is that the car coupler is centered, and the car coupler turning control logic comprises:

[0077] When the car coupler is centered once, the center electromagnetic valve is powered on, and the left turn electromagnetic valve and the right turn electromagnetic valve are not actuated;

[0078] When not linked to the position, the center electromagnetic valve is powered on, and the left turn electromagnetic valve and the right turn electromagnetic valve are not actuated;

[0079] When linked to the position, the center electromagnetic valve, the right turn electromagnetic valve and the left turn electromagnetic valve are not actuated;

[0080] Set condition: HMI clicks the car coupler center or not linked to the position;

[0081] Reset condition: HMI clicks the left turn, HMI clicks the right turn, the vehicle is linked to the position, and there is no HMI center signal when the operation HMI cancel action.

[0082] Specifically, the embodiment provides an implementation of a car coupler centering and turning control logic. When a car coupler centering or a vehicle uncoupling signal is received, a centering electromagnetic valve is actuated, and a left turning electromagnetic valve and a right turning electromagnetic valve are not actuated. During execution of a car coupler centering instruction, when a user clicks a left turning, a right turning, a coupling signal (a canceling instruction exists simultaneously with a centering signal), or a joint signal, the centering instruction is canceled and the centering actuation is stopped while the clicked action is executed.

[0083] In some possible embodiments of the present application, when the uncoupling electromagnetic valve, the left turning electromagnetic valve, and the right turning electromagnetic valve are powered, the valves are in an inflation actuation, and when the centering electromagnetic valve is powered off, the valve is in an inflation actuation.

[0084] With the car coupler turning control logic, the present application does not need to additionally increase an external turning control knob. The car coupler controller is controlled by a network control and monitoring system human-computer interaction unit HMI to issue a turning instruction, a central control unit CCU controls a turning logic, and the control instruction is sent to an input and output module IOM to directly control a related actuation electromagnetic valve. The specific control logic can be summarized as follows:

[0085] The car coupler left turning, right turning, centering, and uncoupling electromagnetic valves are actuated according to actual operation requirements and working conditions:

[0086] Action 1, uncoupling:

[0087] The car coupler logic requires that after the car coupler is uncoupled, the middle cylinder is in a supply air state.

[0088] Action 2, coupling:

[0089] Coupling sub-action 1, car coupler left turning:

[0090] Once the car coupler left turning is operated, the left turning electromagnetic valve is powered on, and the centering and right turning electromagnetic valves are not actuated.

[0091] Coupling sub-action 2, car coupler right turning:

[0092] Once the car coupler right turning is operated, the right turning electromagnetic valve is powered on, and the centering and left turning electromagnetic valves are not actuated.

[0093] Coupling sub-action 3, car coupler centering:

[0094] Step 1, the car coupler is centered once, the centering electromagnetic valve is powered on, and the left turning and right turning electromagnetic valves are not actuated.

[0095] Step 2, when the coupling is not in place, the centering electromagnetic valve is powered on, and the left turning and right turning electromagnetic valves are not actuated.

[0096] Step 3, when the coupling is in place, the centering, right turning, and left turning electromagnetic valves are not actuated.

[0097] In this process, the unhooking, left turning, right turning solenoid valve is powered to inflate, and the centering solenoid valve is de-energized to inflate.

[0098] The present application newly designs the suspension vehicle drawbar turning control logic according to the actual demand of the vehicle, better realizes the demand of the owner, and completes the simultaneous control of multiple solenoid valves when the drawbar turns left, centers, and turns right.

[0099] The control device for the suspension vehicle drawbar turning provided by the present application will be described below, and the control device for the suspension vehicle drawbar turning described below can be correspondingly referred to the control method for the suspension vehicle drawbar turning described above.

[0100] In some embodiments of the present application, as shown in Figure 6 A control device for the suspension vehicle drawbar turning is provided, which is realized by a vehicle central control unit CCU, and the device comprises:

[0101] A detection module 61 is configured to detect a drawbar turning instruction sent by a human-machine interaction interface HMI in real time, wherein the drawbar turning instruction comprises unhooking, drawbar left turning, drawbar right turning, and drawbar centering.

[0102] A control logic output module 62 is configured to output a corresponding drawbar turning control logic according to a current vehicle condition in response to the drawbar turning instruction.

[0103] A control logic execution module 63 is configured to simultaneously control multiple solenoid valves based on the drawbar turning control logic.

[0104] In some embodiments of the present application, as shown in Figure 7 The present application provides a control system for the suspension vehicle drawbar turning, which comprises a vehicle central control unit CCU, a human-machine interaction interface HMI, and an input / output module IOM.

[0105] The vehicle central control unit CCU is configured to implement the control method for the suspension vehicle drawbar turning as in any of the above embodiments.

[0106] The human-machine interaction interface HMI is configured to output a drawbar turning instruction according to an actual task demand.

[0107] The input / output module IOM is connected with each solenoid valve, configured to receive a drawbar turning control logic output by the vehicle central control unit CCU, and convert a control signal corresponding to the drawbar turning instruction into an electrical signal according to the drawbar turning control logic, wherein the electrical signal is configured to act on the solenoid valve to simultaneously control the solenoid valve.

[0108] This invention proposes a control method, device, and system for coupler steering in a suspended train. The vehicle control network directly controls the steering solenoid valves through the vehicle's central control unit (CCU). It detects coupler steering commands sent by the human-machine interface (HMI) in real time. These commands include uncoupling, left-turning, right-turning, and centering. In response to these commands, the system outputs corresponding coupler steering control logic based on the current vehicle condition. Based on this logic, it simultaneously controls multiple solenoid valves, including uncoupling, left-turning, right-turning, and centering valves. This solves the problem of coupler steering control during coupling and decoupling in suspended trains, improving train operating efficiency while reducing manufacturing costs.

[0109] In some specific embodiments of the present invention, a rail vehicle is also provided, including a control system for the steering of the suspension coupler as described above.

[0110] Figure 8 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 8 As shown, the electronic device may include a processor 810, a communication interface 820, a memory 830, and a communication bus 840. The processor 810, communication interface 820, and memory 830 communicate with each other via the communication bus 840. The processor 810 can call logic instructions in the memory 830 to execute a control method for the coupler steering of the suspension vehicle. This method includes: real-time detection of coupler steering commands sent by the human-machine interface (HMI), including uncoupling, left-turning, right-turning, and centering; responding to the coupler steering commands, outputting corresponding coupler steering control logic based on the current vehicle condition; and, based on the coupler steering control logic, simultaneously controlling multiple solenoid valves, including an uncoupling solenoid valve, a left-turning solenoid valve, a right-turning solenoid valve, and a centering solenoid valve.

[0111] Further, the logic instructions in the memory 830 described above can be implemented in the form of software functional units and sold or used as independent products, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that make contributions to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0112] In another aspect, the present application also provides a computer program product, which comprises a computer program, the computer program can be stored on a non-transitory computer readable storage medium, and the computer program can be executed by a processor to enable a computer to execute the control method of the suspension car coupler turning provided by the above-mentioned methods. The method comprises: detecting a coupler turning instruction sent by a human-machine interface HMI in real time, the coupler turning instruction comprising uncoupling, coupler left turning, coupler right turning and coupler centering; in response to the coupler turning instruction, outputting a corresponding coupler turning control logic according to the current vehicle condition; and based on the coupler turning control logic, simultaneously controlling a plurality of electromagnetic valves, the electromagnetic valves comprising an uncoupling electromagnetic valve, a left turning electromagnetic valve, a right turning electromagnetic valve and a centering electromagnetic valve.

[0113] In another aspect, the present application also provides a non-transitory computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the control method of the suspension car coupler turning provided by the above-mentioned methods. The method comprises: detecting a coupler turning instruction sent by a human-machine interface HMI in real time, the coupler turning instruction comprising uncoupling, coupler left turning, coupler right turning and coupler centering; in response to the coupler turning instruction, outputting a corresponding coupler turning control logic according to the current vehicle condition; and based on the coupler turning control logic, simultaneously controlling a plurality of electromagnetic valves, the electromagnetic valves comprising an uncoupling electromagnetic valve, a left turning electromagnetic valve, a right turning electromagnetic valve and a centering electromagnetic valve.

[0114] The device embodiments described above are merely illustrative, wherein the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed to multiple network units. Part or all of the modules can be selected to achieve the purposes of the embodiments according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0115] Through the description of the above embodiments, those skilled in the art can clearly understand that the embodiments can be realized by means of software and the necessary general hardware platform, and of course can also be realized by hardware. Based on such understanding, the above technical solutions can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments.

[0116] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A control method for steering of a suspension coupler, characterized in that, This is achieved through the vehicle's central control unit (CCU), and the method includes: Real-time detection of coupler steering commands sent by the human-machine interface (HMI), including uncoupling, coupler left turn, coupler right turn, and coupler centering; In response to the coupler steering command, the corresponding coupler steering control logic is output according to the current vehicle condition; Based on the coupler steering control logic, multiple solenoid valves can be controlled simultaneously, including an uncoupling solenoid valve, a left-turn solenoid valve, a right-turn solenoid valve, and a centering solenoid valve.

2. The control method for steering of the suspension coupler of a vehicle according to claim 1, characterized in that, When the coupler steering command is to uncouple, the coupler steering control logic includes: The driver's cab is occupied normally, and the power supply is closed. When the HMI clicks to unhook, it outputs an unhook command; When HMI cancels unhooking, the unhooking command is cancelled; After the coupler is successfully uncoupled, the intermediate cylinder is in the air supply state.

3. The control method for steering of the suspension coupler according to claim 2, characterized in that, When the coupler steering command is a left turn, the coupler steering control logic includes: When the coupler is turned left once, the left-turn solenoid valve is energized and activated, while the centering solenoid valve and the right-turn solenoid valve remain inactive. Positioning condition: HMI clicks on the coupler to turn left; Reset conditions: The HMI clicks the right turn, center, or cancel action command, or the connection is already in place.

4. The control method for steering of the suspension coupler according to claim 2, characterized in that, When the coupler steering command is a right turn, the coupler steering control logic includes: When the coupler is turned right once, the right-turn solenoid valve is energized and activated, while the centering solenoid valve and the left-turn solenoid valve remain inactive. Positioning condition: HMI clicks the coupler to turn right; Reset conditions: The HMI clicks the left turn, center, or cancel action command, or the connection is already in place.

5. The control method for steering of the suspension coupler according to claim 2, characterized in that, When the coupler steering command is that the coupler is centered, the coupler steering control logic includes: When the coupler is centered once, the centering solenoid valve is energized and activated, while the left-turn and right-turn solenoid valves remain inactive. When not properly connected, the centering solenoid valve is energized and operates, while the left-turning solenoid valve and the right-turning solenoid valve do not operate. When the coupling is in place, the center solenoid valve, the right-turn solenoid valve, and the left-turn solenoid valve will not operate. Positioning conditions: HMI clicks to center the coupler or it is not properly engaged; Reset conditions: HMI clicks left turn, HMI clicks right turn, vehicle is in position, or there is no HMI centering signal when the HMI operation is canceled.

6. The control method for steering of the suspension coupler according to any one of claims 1-5, characterized in that, When the unhooking solenoid valve, left-turn solenoid valve, and right-turn solenoid valve are energized, they perform the inflation action; when the centering solenoid valve is de-energized, it performs the inflation action.

7. A control device for steering of a suspension vehicle coupler, characterized in that, This is achieved through the vehicle's central control unit (CCU), and the device includes: The detection module is used to detect the coupler steering commands sent by the human-machine interface (HMI) in real time. The coupler steering commands include uncoupling, coupler left turn, coupler right turn, and coupler centering. The control logic output module is used to respond to the coupler steering command and output the corresponding coupler steering control logic according to the current vehicle condition. The control logic execution module is used to simultaneously control multiple solenoid valves based on the coupler steering control logic.

8. A control system for the steering of a suspension vehicle coupler, characterized in that, include: Vehicle central control unit (CCU), human-machine interface (HMI), input / output module (IOM); The vehicle central control unit (CCU) is used to implement the control method for steering of the suspension coupler as described in any one of claims 1 to 6. The human-machine interface (HMI) is used to output coupler steering commands according to actual task requirements; The input / output module (IOM) is connected to each solenoid valve and is used to receive the coupler steering control logic output by the vehicle central control unit (CCU). Based on the coupler steering control logic, the control signal corresponding to the coupler steering command is converted into an electrical signal, which is used to act on the solenoid valve to achieve simultaneous control of the solenoid valve.

9. A rail vehicle, characterized in that, Includes the control system for the steering of the suspension coupler as described in claim 8.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the control method for steering of the suspension coupler as described in any one of claims 1 to 6.

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