Heavy-haul locomotive ATO unified system and method

Abstract

The present invention belongs to the field of automation control technology, and provides a heavy-duty locomotive ATO unified system and method, which solves the problem that the existing technology requires customized development for different vehicle models. The method includes: an on-board ATO, a locomotive interface unit and a vehicle system; the on-board ATO is used to receive locomotive status data and send control commands; the locomotive interface unit is used to obtain locomotive status data and send it to the ATO; receive the control command sent by the ATO; convert the control command based on the model of the locomotive, and send the converted control command to the vehicle system; the vehicle system is used to respond to the converted control command sent by the locomotive interface unit. The heavy-duty locomotive ATO unified system of the present invention improves the versatility of the ATO in adapting to different vehicle models.

Description

Technical Field

[0001] The present invention belongs to the technical field of automatic control, and in particular relates to an ATO (Automated Turn-On) system and method for a heavy-load locomotive. Background Art

[0002] The train operation control system (TCS) is a key technology for ensuring safe and efficient train operation. The Automatic Train Operation (ATO) subsystem is a crucial component of the TCS, enabling automatic control of the train's traction and braking.

[0003] In subway trains and EMUs, the Automatic Turn-Away (ATO) system controls train speed via an I / O interface or by communicating with the TCMS. Regardless of vehicle type, ATO controls the effectiveness and level of traction and braking. Regarding braking, ATO typically does not differentiate between electric and air braking; the vehicle system automatically allocates the braking method.

[0004] However, the application of autonomous driving technology in heavy-haul locomotives faces more complex challenges. The ATO system on heavy-haul locomotives not only needs to control traction and braking levels, but also the electric brake and air brake. The air brake control method varies depending on the vehicle model and may involve "time brake" control or "position brake" control. Furthermore, the interface between the ATO and the vehicle also varies depending on the vehicle model. It may communicate only with the TCMS, or simultaneously with the TCMS and the BCU (Brake Control Unit). In some cases, the ATO even requires modifying the locomotive circuit to achieve integration.

[0005] Existing ATO systems often require extensive customization when applied to different vehicle models. This not only increases technical investment and development costs, but also results in limited versatility in ATO products. Therefore, a standardized ATO solution suitable for heavy-duty locomotives is urgently needed to improve the versatility of the ATO system, reduce the need for customization for different vehicle models, and thus reduce technical investment and adapt to a wide range of vehicle types. Summary of the Invention

[0006] In response to the shortcomings of the existing technology, the present invention provides an ATO unified system and method for heavy-duty locomotives. By introducing a locomotive interface unit between the ATO and the locomotive, the ATO is responsible for calculating the top-level vehicle control strategy, and the locomotive interface unit realizes the conversion of ATO control commands and the acquisition of locomotive status data according to the vehicle model. For different vehicle models, the ATO software is unified and the ATO-locomotive interface unit protocol is unified. Only a simple modification of the locomotive interface unit configuration is required to achieve adaptation to different vehicle models, thereby improving the versatility of ATO in adapting to different vehicle models.

[0007] The present invention is achieved through the following technical solutions:

[0008] Onboard ATO, locomotive interface unit and vehicle systems;

[0009] Onboard ATO, used to receive locomotive status data and send control commands;

[0010] A locomotive interface unit is configured to obtain locomotive status data and send it to the ATO; receive control commands sent by the ATO; convert the control commands based on the type of locomotive and send the converted control commands to the vehicle system;

[0011] The vehicle system is used to respond to the converted control commands sent by the locomotive interface unit.

[0012] Optional,

[0013] The locomotive interface unit comprises:

[0014] Position gate-time gate conversion module, working condition conversion protection module, auxiliary control module, machine control to human control transition module, ATO bypass module and vehicle type configuration module.

[0015] Optional,

[0016] The position gate-time gate conversion module is configured to:

[0017] The position brake-time brake conversion module converts the air brake output control amount output by the ATO based on the vehicle type of the locomotive.

[0018] Optional,

[0019] The converting of the air brake output control amount output by the ATO based on the vehicle type of the locomotive includes:

[0020] If the locomotive is in position brake mode, the locomotive interface unit outputs voltage / current to control the degree of braking of the large and small brakes;

[0021] If the locomotive is in time brake mode, the output is the IO control quantity of the large and small brake positions.

[0022] Optional,

[0023] The operating mode conversion protection module is configured to:

[0024] The traction power level output by the ATO is cached, and the traction power level is converted based on the type of locomotive and the current working conditions.

[0025] Optional,

[0026] The switching of the traction power level based on the locomotive model and the current operating conditions includes:

[0027] Currently in traction mode: if a brake command is received, the system will determine that the system should be switched to zero-position mode; if a traction command is received, the system will continue to maintain the traction mode; if a zero-position command is received, the system will switch to zero-position mode;

[0028] Currently in the electric control condition: if a traction command is received, it will switch to the zero position condition; if an electric control command is received, it will maintain the electric control condition; if a zero position command is received, it will switch to the zero position condition;

[0029] Currently in the zero position condition: if a zero position command is received, the zero position condition will continue to be maintained; if a traction or electric brake command is received, whether the zero position holding time is sufficient will be determined. If not, the zero position condition will continue to be maintained.

[0030] Optional,

[0031] The auxiliary control module is configured to: convert the auxiliary control amount based on the vehicle type of the locomotive; and / or,

[0032] The machine control to human control transition module is configured to: output corresponding control instructions according to the current control working condition and the position of the driver controller; and / or,

[0033] The ATO bypass module is configured to select a forced isolation scheme of a corresponding ATO control command based on a vehicle type of the locomotive.

[0034] Optional,

[0035] The vehicle type configuration module is configured to:

[0036] Based on the type of locomotive, the interface between the locomotive interface unit and the locomotive, the locomotive control mode, the auxiliary function, the transition from machine control to human control, and the bypass mode are configured.

[0037] Optional,

[0038] The locomotive interface unit is an independent device, including:

[0039] Power board, main control board, IO input board, IO output board, analog input board, analog output board, communication board, bypass board, interface board and recording board.

[0040] The present invention also provides a heavy-duty locomotive ATO unification method, the method comprising:

[0041] Connect ATO and vehicle systems using the locomotive interface unit;

[0042] The locomotive interface unit obtains locomotive status data and sends it to the ATO;

[0043] The locomotive interface unit receives the control command sent by the ATO;

[0044] The locomotive interface unit converts the control command based on the type of the locomotive and sends the converted control command to the vehicle system.

[0045] Optional,

[0046] The locomotive interface unit converts the control command based on the type of the locomotive, including:

[0047] converting the air brake output control amount output by the ATO based on the type of locomotive; and / or,

[0048] The traction power level output by the ATO is cached, and the traction power level is converted based on the type of locomotive and the current working conditions.

[0049] Optional,

[0050] The locomotive interface unit converts the control command based on the type of the locomotive, and further includes:

[0051] converting the auxiliary control amount based on the type of locomotive; and / or,

[0052] Output corresponding control instructions according to the current control conditions and the position of the controller; and / or,

[0053] A forced isolation scheme of the corresponding ATO control command is selected based on the type of locomotive.

[0054] Optional,

[0055] The method further comprises:

[0056] Based on the type of locomotive, the interface between the locomotive interface unit and the locomotive, the locomotive control mode, the auxiliary function, the transition from machine control to human control, and the bypass mode are configured.

[0057] Compared with the prior art, the present invention has the following advantages:

[0058] 1. The heavy-duty locomotive ATO unified system proposed in the present invention enables the same version of ATO to be adapted to different types of locomotives by introducing a locomotive interface unit between the ATO and the locomotive, thereby reducing the difficulty and workload of research and development and improving the versatility of ATO in adapting to different types of locomotives.

[0059] 2. The locomotive interface unit is used to realize the conversion of ATO control commands and the acquisition of locomotive status data according to the vehicle model. For different vehicle models, the ATO software and the ATO-locomotive interface unit protocol are unified. Only a simple modification of the locomotive interface unit configuration is required to achieve adaptation to different vehicle models, thereby improving the applicability of ATO.

[0060] 3. The locomotive interface unit realizes the functions of position gate-time gate conversion, working condition conversion protection, auxiliary control, machine control to human control transition, ATO bypass selection and vehicle type configuration. The control commands output by ATO are converted according to the different locomotive models, which solves the problem that ATO cannot adapt to different models and improves versatility.

[0061] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0063] Figure 1 Shows the structural schematic block diagram of the ATO unified system for heavy-haul locomotives;

[0064] Figure 2 A schematic diagram of the process of ATO unified method for heavy-haul locomotives is shown;

[0065] Figure 3 A schematic diagram of the hardware structure of a locomotive interface unit according to an embodiment of the present invention is shown;

[0066] Figure 4 A schematic diagram showing the connection of the ATO system of a heavy-haul locomotive according to an embodiment of the present invention is shown;

[0067] Figure 5 A schematic diagram of air brake output control amount conversion for a time brake vehicle type according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0068] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0069] See attached Figure 1 , the system of the present invention comprises:

[0070] Onboard ATO, locomotive interface unit and vehicle systems;

[0071] Onboard ATO, used to receive locomotive status data and send control commands;

[0072] A locomotive interface unit is configured to obtain locomotive status data and send it to the ATO; receive control commands sent by the ATO; convert the control commands based on the type of locomotive and send the converted control commands to the vehicle system;

[0073] Wherein, the locomotive interface unit includes:

[0074] Position gate-time gate conversion module, working condition conversion protection module, auxiliary control module, machine control to human control transition module, ATO bypass module and vehicle configuration module,

[0075] Wherein, the position gate-time gate conversion module is configured to:

[0076] Convert the air brake output control amount output by the ATO based on the model of the locomotive,

[0077] Among them, if the locomotive is in position brake mode, the locomotive interface unit outputs voltage / current to control the degree of braking of the large and small brakes;

[0078] If the locomotive is in time gate mode, the output is the IO control value of the gate position

[0079] Wherein, the operating condition conversion protection module is configured to:

[0080] The traction power level output by the ATO is cached and the traction power level is converted based on the type of locomotive and the current working conditions.

[0081] Among them, the current state is in the traction state: if the electric control command is received, it is determined that the current state should be switched to the zero position state; if the traction command is received, the traction state is maintained; if the zero position command is received, the state is switched to the zero position state;

[0082] Currently in the electric control condition: if a traction command is received, it will switch to the zero position condition; if an electric control command is received, it will maintain the electric control condition; if a zero position command is received, it will switch to the zero position condition;

[0083] Currently in zero position condition: if a zero position command is received, the zero position condition will continue to be maintained; if a traction or electric brake command is received, it will be determined whether the zero position holding time is sufficient, if not, the zero position condition will continue to be maintained.

[0084] The auxiliary control module is configured to: convert the auxiliary control amount based on the type of the locomotive; and / or,

[0085] The machine control to human control transition module is configured to: output corresponding control instructions according to the current control working condition and the position of the driver controller; and / or,

[0086] The ATO bypass module is configured to: select a forced isolation scheme of the corresponding ATO control command based on the type of locomotive;

[0087] The vehicle type configuration module is configured to configure the interface between the locomotive interface unit and the locomotive, the vehicle control mode, auxiliary functions, the machine control to human control exit transition and the bypass mode based on the locomotive type.

[0088] The vehicle system is used to respond to the converted control commands sent by the locomotive interface unit.

[0089] The locomotive interface unit is an independent device, including:

[0090] Power board, main control board, IO input board, IO output board, analog input board, analog output board, communication board, bypass board, interface board and recording board.

[0091] Specifically,

[0092] This paper proposes a unified ATO system for heavy-haul locomotives, applying autonomous driving technology to them. By introducing a locomotive interface unit (LIU) between the ATO and the locomotive, the ATO is responsible for calculating the top-level vehicle control strategy, while the LIU translates ATO control commands and acquires locomotive status data based on the vehicle type. This system achieves unified ATO software and ATO-locomotive interface unit protocols for different vehicle types, enabling adaptation to different vehicle types with simple modifications to the LIU configuration. This significantly reduces the workload and technical difficulty compared to customizing different ATO software for different locomotives.

[0093] 1. Obtain locomotive status data.

[0094] The ATO and the target vehicle system are respectively connected to the locomotive interface unit, and the locomotive status data is obtained through the locomotive interface unit and sent to the ATO.

[0095] In this embodiment, the ATO outputs a control command based on the target vehicle state.

[0096] 2. Convert ATO control commands based on the locomotive model.

[0097] The control command output by the ATO is sent to the locomotive interface unit, and the locomotive interface unit converts the control command based on the type of the locomotive.

[0098] In this embodiment, the locomotive interface unit includes:

[0099] Position gate-time gate conversion module, working condition conversion protection module, auxiliary control module, machine control to human control transition module, ATO bypass module and vehicle type configuration module.

[0100] 1. Position gate-time gate conversion module.

[0101] In this embodiment, the position brake-time brake conversion module is used to convert the air brake output control amount output by the ATO based on the vehicle type of the locomotive.

[0102] In this embodiment, the position brake is: the large and small brake handles are in different positions, representing the degree of air braking, such as HXD3C car;

[0103] The time brake is: the time when the large and small brake handles are placed in the "brake" position determines the degree of air braking. The longer the time in the "brake position", the greater the braking force; the shorter the time in the "brake position", the smaller the braking force, such as the SS4B car.

[0104] Because the ATO control strategy outputs air brake control quantities for both large and small brakes, regardless of vehicle type, the position brake-to-time brake conversion module in the locomotive interface unit can select different output methods for different control quantities based on vehicle type: If the locomotive uses the position brake mode, the locomotive interface unit outputs voltage / current to control the braking degree of the large and small brakes; if the locomotive uses the time brake mode, it outputs the large and small brake position IO control quantities.

[0105] In this embodiment, the position brake-time brake conversion module converts the air brake output control amount output by the ATO based on the type of locomotive, including:

[0106] If the vehicle type is position gate mode, the percentage relationship between the target value of the gate output by ATO and the rated wind pressure is converted into the output voltage / current percentage. For example: the locomotive initial position is 50kPa, the full position is 170kPa, if the ATO output gate pressure reduction is 100kPa, the corresponding gate pressure reduction degree is If the effective value of the current representing the gate level is 4~18mA, then the output gate control voltage is .

[0107] If the vehicle model uses the timed brake mode, the air release time is calculated based on the locomotive's air release rate, system acquisition and output delays, vehicle composition, air pressure feedback, and the locomotive interface unit. During the braking process, if the locomotive interface unit determines that the vehicle is currently in the air release phase, the output gate brake position is valid. If the air release time (pressure holding phase) is exceeded, the output gate neutral position is valid. During the braking release phase, the output gate operating position is valid.

[0108] 2. Working condition conversion protection module.

[0109] In this embodiment, the operating condition conversion protection module caches the traction power level output by the ATO, and converts the traction power level based on the type of locomotive and the current operating condition.

[0110] Based on the type of locomotive and the current operating conditions, the traction power level is converted, including:

[0111] Currently in traction mode: if a brake command is received, the system will determine that the system should be switched to zero-position mode; if a traction command is received, the system will continue to maintain the traction mode; if a zero-position command is received, the system will switch to zero-position mode;

[0112] Currently in the electric control condition: if a traction command is received, it will switch to the zero position condition; if an electric control command is received, it will maintain the electric control condition; if a zero position command is received, it will switch to the zero position condition;

[0113] Currently in the zero position condition: if a zero position command is received, the zero position condition will continue to be maintained; if a traction or electric brake command is received, whether the zero position holding time is sufficient will be determined. If not, the zero position condition will continue to be maintained.

[0114] For any locomotive, especially a DC locomotive, the traction electrical operating conditions should not be changed instantaneously. Instantaneous changes in operating conditions or sudden changes in current will not only cause running impulses but also affect the motor.

[0115] The onboard ATO algorithm should account for slow changes in gear shifts. However, different vehicle models have different constraints on the zero-position dwell time, initial traction, and initial power shift dwell time during traction power shifts. For example, on an SS4B DC locomotive, if the traction mode is switched to power mode, the zero position must be maintained for at least 5 seconds to ensure a smooth transition. Furthermore, if a traction gear shift or power shift is to be applied, the traction / power shift validity must first be enabled. Only after the traction / power shift main circuit is established can the gear shift be applied.

[0116] In this embodiment, the working condition conversion protection module can ensure smooth changes in traction and braking forces during the working condition conversion process, specifically including: when the locomotive interface unit receives the traction electric control level output by the ATO, it caches it, (1) if it is currently in the traction working condition: if an electric control command is received, it is determined that the current working condition should be converted to the zero position working condition; if a traction command is received, the traction working condition is continued to be maintained; if a zero position command is received, it is converted to the zero position working condition; (2) if it is currently in the electric control working condition: if a traction command is received, it is converted to the zero position working condition; if an electric control command is received, the electric control working condition is maintained; if a zero position command is received, it is converted to the zero position working condition; (3) if it is currently in the zero position working condition: if a zero position command is received, the zero position working condition is continued to be maintained; if a traction or electric control command is received, it is determined whether the zero position holding time is sufficient, and if not, the zero position working condition is continued to be maintained.

[0117] 3. Auxiliary control module.

[0118] For some locomotive models, onboard equipment not only controls traction, electrical control, gear shifting, main and minor gates, but also auxiliary equipment such as main circuit breakers, phase splitters, compressors, traction fans, and brake fans. Onboard ATO control strategies typically focus solely on traction and braking control, while control of these auxiliary equipment requires the locomotive interface unit to adapt to the specific model.

[0119] The auxiliary control quantity can be converted through the auxiliary control module, including: if the vehicle model needs to control the auxiliary function, when the locomotive interface unit receives the ATO mode from invalid to valid, the main breaker is closed first, then the splitter camera is started, then the compressor is started, and then the traction fan is started. The start delay interval of each signal quantity is configured according to the vehicle model. After all starts are completed, a "ready" signal is sent to the on-board ATO, and the on-board ATO then performs traction start control; if the traction command of the on-board ATO is received before the "ready" signal is valid, the ATO control command will not be executed.

[0120] 4. Transition module from machine control to human control.

[0121] According to the general principles of railway automatic driving, any action by the driver on the operating handles (level handles, gate handles, etc.) is considered human intervention and requires the automatic driving to be discontinued. However, for DC locomotives, if the ATO control conditions before the driver's action do not match the driver's operation, this can cause a sudden change in traction / electric braking conditions, risking burning the locomotive circuits / motor. Therefore, the locomotive interface unit can be used to perform a "transitional cutoff" of the commands after ATO discontinuation, including:

[0122] When the locomotive interface unit determines that the ATO mode changes from valid to invalid, the locomotive control to human control transition module compares the current control working condition with the driver controller (level handle) position: (1) If the current working condition is consistent with the driver's intention, Figure 1 If the situation is not consistent with the driver's intention, the locomotive will be immediately informed of the exit from automatic driving and all outputs to the locomotive will be reset to zero. For example: ① ATO exits the front traction condition, the driver expects to apply greater traction and pushes the gear handle to the larger traction gear; ② ATO is at position 0 before exiting, the driver does not move the gear handle, only moves the large and small gates. At this time, the zero position condition has not been changed for the motor; (2) If the current condition is inconsistent with the driver's intention, the current traction / electric control gear is reset to zero according to the configured maximum transition time and the current gear, the traction / electric control validity is cancelled, and then the locomotive is informed of the exit from automatic driving.

[0123] 5. ATO bypass module.

[0124] The ATO bypass module is used to isolate the ATO control commands.

[0125] In this embodiment, the ATO bypass module is used to select a forced isolation scheme of the corresponding ATO control command based on the type of locomotive.

[0126] When the ATO fails or the onboard interface unit fails, it is necessary to forcibly isolate the control quantity of the locomotive from the locomotive interface unit. Forced isolation can be achieved through two methods: isolating the output and forcibly disconnecting the power, including:

[0127] (1) Isolation output solution: If the peripheral "bypass switch" of the locomotive interface unit is directly connected to the bypass board, the bypass board is a full relay design without a CPU and has high reliability; when the bypass switch is in the "bypass position", the relay in the bypass board loses power, cutting off the output of the IO output board and the analog output board. The IO output and analog output obtained by the interface board through the backplane are all invalid, thereby achieving forced isolation of the on-board signal output.

[0128] The advantage of the isolated output solution is that when bypassing, the locomotive interface unit does not need to be powered off, and can seamlessly switch to ATO mode control when conditions are met. However, the disadvantage is that if the locomotive-vehicle interface is a communication interface, communication data bypass cannot be achieved. Therefore, when the vehicle-vehicle interface between the locomotive and the vehicle is only IO and analog, the output isolation solution is used.

[0129] (2) Forced power-off solution: If the external "bypass switch" of the locomotive interface unit is directly connected in series with its power supply, when the bypass switch is in the "bypass position", the locomotive interface unit is powered off, thereby disconnecting the communication with the locomotive.

[0130] The advantage of a forced power-off solution is that it bypasses both I / O and communication traffic, and its implementation is simple. However, a disadvantage is that recovery after bypass requires a device restart. Therefore, when the vehicle-to-locomotive interface is a communication interface (for example, the open RS485 interface on the HXD3C locomotive TCMS), a forced power-off solution is used.

[0131] 6. Vehicle configuration module.

[0132] In this embodiment, the vehicle type configuration module is used to configure the interface between the locomotive interface unit and the locomotive, the vehicle control mode, the auxiliary function, the transition from machine control to human control, and the bypass mode based on the vehicle type of the locomotive.

[0133] Regardless of the vehicle model, the communication channel and communication protocol between the onboard ATO equipment and the locomotive interface unit can be kept unified. Depending on the vehicle model, the vehicle model configuration module can be used to configure the interface between the locomotive interface unit and the locomotive, vehicle control mode, auxiliary functions, machine control to human control exit transition and bypass mode, including:

[0134] (1) Locomotive interface: Configure the communication channel, communication protocol, communication cycle, etc. according to the equipment conditions of the locomotive TCMS / BCU, etc.

[0135] (2) Locomotive control mode: According to the locomotive type, select the configuration as "time gate" or "configuration gate" attributes, charging and discharging flow, large and small gate current / voltage range, level control range, and system delay.

[0136] (3) Auxiliary functions: whether to control the main cut-off signal, splitter start signal, compressor start signal, ventilator start signal, brake fan start signal, the sequence and time interval of each signal.

[0137] (4) Exit transition from machine control to human control: whether to configure the transition function (usually required for DC vehicles but not for AC vehicles), and the maximum transition time.

[0138] (5) Bypass mode: output isolation mode / forced power-off mode.

[0139] 3. Execute the converted control command.

[0140] The converted control command is sent to the target vehicle system.

[0141] The target vehicle system performs corresponding control operations according to the control commands converted by the locomotive interface unit.

[0142] In this embodiment, the locomotive interface unit may be an independent device with a separate cage, including:

[0143] Power board, main control board, IO input board, IO output board, analog input board, analog output board, communication board, bypass board, interface board and recording board.

[0144] The power supply board is used for voltage conversion, providing power to various functional boards. The main control board implements the ATO control command conversion logic algorithm. The I / O input board collects vehicle I / O inputs (e.g., main disconnect status, handle positions). The I / O output board implements locomotive I / O control outputs (e.g., traction efficiency, brake efficiency). The analog input board collects locomotive analog quantities (e.g., current, voltage). The analog output board implements locomotive analog control (e.g., gear position). The communication board communicates with the ATO and the locomotive TCMS / BCU (if the TCMS / BCU has an open interface). The bypass board isolates ATO control commands. The recording board records data. The present invention is further described below with reference to the accompanying drawings and specific embodiments.

[0145] See attached Figure 2 , shows a heavy-load locomotive ATO unified method, including:

[0146] Connect ATO and vehicle systems using the locomotive interface unit;

[0147] The locomotive interface unit obtains locomotive status data and sends it to the ATO;

[0148] The locomotive interface unit receives the control command sent by the ATO;

[0149] The locomotive interface unit converts the control command based on the type of the locomotive and sends the converted control command to the vehicle system.

[0150] The locomotive interface unit converts the control command based on the type of locomotive, including:

[0151] converting the air brake output control amount output by the ATO based on the type of locomotive; and / or,

[0152] The traction power level output by the ATO is cached, and the traction power level is converted based on the type of locomotive and the current working conditions.

[0153] The locomotive interface unit converts the control command based on the type of locomotive, and further includes:

[0154] converting the auxiliary control amount based on the type of locomotive; and / or,

[0155] Output corresponding control instructions according to the current control conditions and the position of the controller; and / or,

[0156] A mandatory isolation scheme with corresponding ATO control commands is selected based on the locomotive model.

[0157] The method further comprises:

[0158] Based on the type of locomotive, the interface between the locomotive interface unit and the locomotive, the locomotive control mode, the auxiliary function, the transition from machine control to human control, and the bypass mode are configured.

[0159] Figure 3 This is a schematic diagram of the hardware structure of a locomotive interface unit according to an embodiment of the present invention, which includes: a power board, a main control board (MCU), an IO input board, an IO output board, an analog input board, an analog output board, a communication board, a bypass board, an interface board, and a recording board.

[0160] Figure 4 This is a schematic diagram of the ATO system connection for a heavy-haul locomotive according to an embodiment of the present invention, comprising an onboard system and a vehicle system. The onboard system includes the ATO, a locomotive interface unit, and a bypass switch; the onboard system can be connected to different vehicle systems via the locomotive interface unit.

[0161] Figure 5 This is a schematic diagram of the conversion of the air brake output control amount of the time brake vehicle model according to an embodiment of the present invention, including:

[0162] If the vehicle type is time-lock mode, based on the received gate pressure reduction, combined with the system delay, air release rate, number of trains and air pressure feedback, the locomotive interface unit control algorithm is used to establish the braking / relief state, obtain the gate operation / braking / neutral effectiveness output, adjust the equalizing cylinder air pressure, and then control the train pipe air pressure and brake cylinder air pressure.

[0163] In this embodiment, the wind pressure of the train pipe and brake cylinder is also collected in real time to participate in closed-loop control.

[0164] In this embodiment, the gate positions include: operating, braking, and neutral. The operating position continuously applies air to release the brake; the braking position continuously releases air to establish the brake; and the neutral position maintains the brake without releasing or applying air. The principle for adjusting the pressure reduction is to control the duration of the braking position before transitioning to the neutral position; the release state remains in the operating position.

[0165] In addition, an embodiment of the present invention further provides an ATO unified device for a heavy-duty locomotive, comprising:

[0166] The data acquisition module connects the ATO and the target vehicle system to the locomotive interface unit respectively, obtains the locomotive status data through the locomotive interface unit and sends it to the ATO; wherein, the locomotive interface unit is an independent device, including: power board, main control board, IO input board, IO output board, analog input board, analog output board, communication board, bypass board, interface board and recording board

[0167] A control command conversion module sends the control command output by the ATO to the locomotive interface unit, and converts the control command through the locomotive interface unit based on the model of the locomotive; wherein, the air brake output control quantity output by the ATO is converted based on the model of the locomotive; and / or, the traction electrical mode level output by the ATO is cached, and the traction electrical mode level is converted based on the model of the locomotive and the current operating conditions; wherein, based on the model of the locomotive, the auxiliary control quantity is converted; and / or, according to the current control operating conditions and the position of the driver controller, the corresponding control instruction is output; and / or, based on the model of the locomotive, the forced isolation scheme of the corresponding ATO control command is selected; wherein, based on the model of the locomotive, the interface between the locomotive interface unit and the locomotive, the vehicle control mode, the auxiliary function, the machine control to human control exit transition and the bypass mode are configured.

[0168] The control command execution module sends the converted control command to the target vehicle system.

[0169] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A heavy-load locomotive ATO system, characterized in that: The system comprises: Onboard ATO, locomotive interface unit and vehicle systems; Onboard ATO, used to receive locomotive status data and send control commands; A locomotive interface unit is configured to obtain locomotive status data and send it to the ATO; receive control commands sent by the ATO; convert the control commands based on the locomotive's vehicle type and send the converted control commands to the vehicle system; wherein the locomotive interface unit includes: a position gate-time gate conversion module, a working condition conversion protection module, an auxiliary control module, a machine control to manual control transition module, an ATO bypass module, and a vehicle type configuration module; A vehicle system for responding to the converted control commands sent by the locomotive interface unit; The position brake-time brake conversion module is configured to convert the air brake output control quantity output by the ATO based on the locomotive model; if the model is the position brake mode, the output is converted into an output voltage / current percentage based on the percentage relationship between the large and small brake target values output by the ATO and the rated wind pressure; if the model is the time brake mode, the air release time is calculated through the locomotive interface unit based on the received large brake pressure reduction, combined with the system delay, air release rate, number of trains and wind pressure feedback, to establish the braking / relieving state, obtain the large brake operation / braking / neutral validity output, and output the large and small brake position IO control quantity; The operating condition conversion protection module is configured to: cache the traction power level output by the ATO, and convert the traction power level based on the type of locomotive and the current operating condition; The machine control to human control transition module is configured to output corresponding control instructions according to the current control working conditions and the position of the driver controller.

2. The system according to claim 1, wherein: The switching of the traction power level based on the locomotive model and the current operating conditions includes: Currently in traction mode: if a brake command is received, the system will determine that the system should be switched to zero-position mode; if a traction command is received, the system will continue to maintain the traction mode; if a zero-position command is received, the system will switch to zero-position mode; Currently in the electric control condition: if a traction command is received, it will switch to the zero position condition; if an electric control command is received, it will maintain the electric control condition; if a zero position command is received, it will switch to the zero position condition; Currently in the zero position condition: if a zero position command is received, the zero position condition will continue to be maintained; if a traction or electric brake command is received, whether the zero position holding time is sufficient will be determined. If not, the zero position condition will continue to be maintained.

3. The system according to claim 1, wherein: The auxiliary control module is configured to: convert the auxiliary control amount based on the vehicle type of the locomotive; and / or, The ATO bypass module is configured to select a forced isolation scheme of a corresponding ATO control command based on a vehicle type of the locomotive.

4. The system according to any one of claims 1 to 3, characterized in that: The vehicle type configuration module is configured to: Based on the type of locomotive, the interface between the locomotive interface unit and the locomotive, the locomotive control mode, the auxiliary function, the transition from machine control to human control, and the bypass mode are configured.

5. The system according to any one of claims 1 to 3, characterized in that: The locomotive interface unit is an independent device, including: Power board, main control board, IO input board, IO output board, analog input board, analog output board, communication board, bypass board, interface board and recording board.

6. A method for ATO unification of heavy-duty locomotives, characterized in that: include: Connect ATO and vehicle systems using the locomotive interface unit; The locomotive interface unit obtains locomotive status data and sends it to the ATO; The locomotive interface unit receives the control command sent by the ATO; wherein the locomotive interface unit includes: a position gate-time gate conversion module, a working condition conversion protection module, an auxiliary control module, a machine control to human control transition module, an ATO bypass module and a vehicle type configuration module; The locomotive interface unit converts the control command based on the type of the locomotive and sends the converted control command to the vehicle system; The position brake-time brake conversion module is configured to convert the air brake output control quantity output by the ATO based on the vehicle type of the locomotive, including: if the vehicle type is the position brake mode, converting the output voltage / current percentage based on the percentage relationship between the large and small brake target values output by the ATO and the rated wind pressure; if the vehicle type is the time brake mode, calculating the wind time through the locomotive interface unit based on the received large brake pressure reduction, combined with the system delay, wind speed, number of formations and wind pressure feedback, establishing the braking / relieving state, obtaining the large brake operation / braking / neutral validity output, and outputting the large and small brake position IO control quantity; The operating condition conversion protection module is configured to: cache the traction power level output by the ATO, and convert the traction power level based on the type of locomotive and the current operating condition; The machine control to human control transition module is configured to output corresponding control instructions according to the current control working conditions and the position of the driver controller.

7. The method according to claim 6, characterized in that The locomotive interface unit converts the control command based on the type of the locomotive, and further includes: converting the auxiliary control amount based on the type of locomotive; and / or, A forced isolation scheme of the corresponding ATO control command is selected based on the type of locomotive.

8. The method according to any one of claims 6 to 7, characterized in that: The method further comprises: Based on the type of locomotive, the interface between the locomotive interface unit and the locomotive, the locomotive control mode, the auxiliary function, the transition from machine control to human control, and the bypass mode are configured.

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