Middle-low traffic volume rail transit vehicle-ground integrated fusion system

Abstract

The invention relates to a vehicle-ground integrated fusion system for medium-low traffic volume rail transit vehicles, and belongs to the technical field of rail transit vehicles. The signal network fusion host is used for performing fusion control on the signal system and the network system; the traction and brake fusion host is used for performing fusion control on the brake system and the traction system; the ground charging system is electrically connected with the energy storage system; and the energy storage system is electrically connected with the traction and brake fusion host, the traction system, the network system and the signal system. According to the vehicle-ground integrated fusion system, five vehicle-mounted systems including traction, braking, network, signal and energy storage and a ground power supply system are comprehensively considered, a brand-new vehicle-ground integrated fusion system architecture is constructed, free configuration of vehicle-ground resources, architecture simplification of a key core system and optimization of a multi-system cooperation control link are achieved, and the vehicle-ground integrated fusion system has a wide application prospect. The intelligence of the system can be improved, and the whole life cycle cost can be reduced.

Description

Technical Field

[0001] This application relates to the technical field of rail transit, and particularly to a vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles. Background Art

[0002] Medium and low-capacity rail transit is a mode of public transportation that lies between high-capacity rail transit (such as high-speed rail and subways) and conventional buses. This transportation system can meet the passenger flow demand of a certain scale, but does not require huge construction costs and a large passenger flow like subways. Common forms of medium and low-capacity rail transit include light rail transit, modern tramcars, etc.

[0003] Currently, the on-vehicle system and ground power supply system of medium and low-capacity rail transit still follow the system architecture and function allocation of EMUs / urban rails, with the following disadvantages: the communication network is complex, multiple service networks coexist, with low bandwidth, many interfaces, and long cables; there are numerous control platforms, many subsystem devices, large occupied space, tight coupling between software and hardware, single device functions, and complex and long development processes; the control timeliness is average, there are many communication links, and the control accuracy of multi-system cooperation is insufficient.

[0004] For example: Existing medium and low-capacity rail transit systems include multiple system forms such as traction systems, braking systems, network systems, energy storage systems, etc., but each part of the system uses independent control platforms. These control platforms require a large number of devices to achieve their functions, with a large number of devices and large occupied space. During the train operation, multiple control platforms need to work together to ensure the stable operation of the train. Due to the delay and bandwidth limitations of the communication network between control platforms, it is difficult to ensure precise control coordination between them.

[0005] Correspondingly, the domestic rail transit industry has proposed initiatives for intelligentization and digitization in recent years, requiring the breaking of barriers and deep integration between multiple vehicle-ground systems. The existing on-vehicle system and ground power supply system architectures of medium and low-capacity rail transit are difficult to meet the current train intelligentization and digitization process requirements, and there is an urgent need to break through the architecture bottleneck to adapt to new demands. Summary of the Invention

[0006] This application solves at least one of the technical problems in the related art to a certain extent, and provides a vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles.

[0007] To achieve the above object, in a first aspect, this application provides a vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles. The vehicle system includes a signal system, a network system, a braking system, a traction system, and an energy storage system. The integrated fusion system includes:

[0008] Signal network fusion host: Communicates with the signal system and the network system respectively, and is used to obtain the operation data of the vehicle signal system from the signal system, obtain the operation data of the vehicle network system and vehicle control signals from the network system, and perform fusion control on the signal system and the network system;

[0009] Traction and braking fusion host: Communicates with the braking system, the traction system, and the network system respectively, and is used to obtain the operation data of the vehicle braking system from the braking system, obtain the operation data of the vehicle traction system from the traction system, obtain vehicle control signals from the network system, and perform fusion control on the braking system and the traction system;

[0010] Ground charging system: Electrically connected to the energy storage system;

[0011] The energy storage system is electrically connected to the traction and braking fusion host, the traction system, the network system, and the signal system.

[0012] In some embodiments of the present application, the signal network fusion host includes a main processing unit, a communication unit, and a sensor / actuator interface module;

[0013] The sensor / actuator interface module communicates with the sensor unit and the actuator unit in the signal system, and is used to collect sensing data during vehicle operation. The sensing data includes speed data, acceleration data, and longitude and latitude data;

[0014] The main processing unit communicates with the sensor / actuator interface module, including:

[0015] SIL4 safety kernel: Used to process longitude and latitude data, obtain the vehicle position, write the vehicle position into the shared memory of the main processing unit, generate SIL4 safety level automatic protection control instructions, and vehicle SIL4 safety level autonomous driving control instructions;

[0016] Autonomous driving application kernel: Used to generate autonomous driving control instructions other than the vehicle SIL4 safety level;

[0017] Network communication kernel: Used for processing data formats between different communication protocols in the network system and controlling data transmission in the network system, including reading the vehicle position in the shared memory and encapsulating it into a vehicle position data packet that can be recognized by the 5G module;

[0018] The communication unit includes a 5G module, which is used for communication between the signal network fusion host and the ground control center, and is configured to obtain the vehicle position data packet and send it to the ground control center to obtain mobile authorization data through the ground control center;

[0019] After being processed by the network communication core, the mobile authorization data is transmitted to the vehicle signal system.

[0020] In some embodiments of the present application, the main processing unit further includes:

[0021] AI co-processor core: used for intelligent analysis of the operation data of the vehicle signal system and the operation data of the vehicle network system, and used to generate predictive maintenance instructions for the signal system and the network system; the AI co-processor core is configured to: based on the sensing data collected by the on-vehicle lidar and video monitoring sensors of the on-vehicle signal system, analyze the track occupation, and write the occupation information into the shared memory of the main processing unit;

[0022] The network communication core reads the occupation information in the shared memory, performs format conversion, and sends it to the SIL4 safety core;

[0023] Based on the occupation information, the SIL4 safety core calculates the braking curve and generates an automatic protection instruction, which is transmitted to the vehicle braking system after being processed by the network communication core.

[0024] In some embodiments of the present application, the network interface module includes a TSN switching chip, and the TSN switching chip presets a vehicle scheduling table;

[0025] The automatic protection instruction is transmitted to the shared memory of the signal network fusion host, and the TSN switching chip obtains the automatic protection instruction through the shared memory, and transmits the automatic protection instruction to the vehicle braking system through network communication according to the vehicle scheduling table.

[0026] In some embodiments of the present application, the communication unit further includes: a WIFI module, redundant links, and satellite backup.

[0027] In some embodiments of the present application, the traction and braking fusion host includes a main logic operation module, an IO module, a safety operation module, a traction algorithm module, a braking algorithm module, a communication module, and a safety interface module;

[0028] The IO module communicates with the traction system and the braking system, and collects the state information of the traction system and the state information of the braking system;

[0029] The safety operation module is used to obtain the vehicle operation mode and send it to the main logic operation module;

[0030] The main logic operation module is used to perform collaborative calculations of braking instructions and traction instructions according to the operation mode of the vehicle, send the traction instruction to the traction algorithm module, and send the braking instruction to the braking algorithm module;

[0031] The traction algorithm module is connected to the vehicle traction actuator and the electric braking actuator;

[0032] The braking algorithm module is connected to the vehicle friction braking actuator, and the safety operation module is connected to the vehicle friction braking actuator via the safety interface module;

[0033] The main logic operation module, the traction algorithm module, and the communication module are connected via a CPCI bus, and the safety operation module, the communication module, and the safety interface module are connected via a CANFD bus.

[0034] In some embodiments of the present application, the main logic operation module is configured to: based on the load information and braking mode command of the vehicle, calculate the braking force demand, and preferentially allocate the braking force demand to the traction algorithm module to drive the traction actuator and the electric braking actuator to apply electric braking. The main logic operation module also receives the actual applied electric braking force value feedback by the traction algorithm module and analyzes whether the electric braking force value meets the braking force demand. If not, the insufficient braking force is allocated to the braking algorithm module to drive the friction actuator to apply friction braking compensation.

[0035] In some embodiments of the present application, the safety operation module is configured to monitor the braking distance of the vehicle in real time. When it is detected that the braking distance does not meet the emergency braking distance requirement, the safety operation module directly sends the calculated emergency braking force demand to the friction braking actuator through the safety interface module.

[0036] In some embodiments of the present application, the traction-braking integrated host further includes a redundant power supply.

[0037] In some embodiments of the present application, each station is configured with a set of ground charging devices, and each set of ground charging devices includes multiple charging modules, and each charging module can be connected to a train of vehicles.

[0038] The present application proposes a vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles. The advantages over the prior art at least include:

[0039] Comprehensively considering the five major on-vehicle systems of traction, braking, network, signal, and energy storage and the ground power supply system, constructing a new vehicle-ground integrated fusion system architecture, realizing the free configuration of vehicle-ground resources, simplifying the architecture of key core systems, and optimizing the multi-system cooperation control link, which can improve the intelligence of the system and reduce the life cycle cost.

[0040] The above description is only an overview of the technical solution of the present disclosure. In order to be able to understand the technical means of the present disclosure more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features, and advantages of the present disclosure more obvious and understandable, the specific embodiments of the present disclosure are hereinafter specifically exemplified. Description of the Drawings

[0041] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the accompanying drawings required for use in the embodiments or the description of the prior art. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0042] Figure 1 is a schematic diagram of the vehicle-ground integrated fusion system architecture according to an embodiment of the present application;

[0043] Figure 2 is a schematic diagram of the signal network fusion host architecture according to an embodiment of the present application;

[0044] Figure 3 is a schematic diagram of the traction and braking fusion host architecture according to an embodiment of the present application;

[0045] Figure 4 is a schematic diagram of the traction energy storage ground charging fusion architecture according to an embodiment of the present application. Detailed Embodiments

[0046] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present application more clearly understood, the following further details the present application in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0047] In the embodiments of the present application, prefix words such as "first" and "second" are only used to distinguish different described objects and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of ordinal numbers and other prefix words for distinguishing described objects in the embodiments of the present application does not constitute a limitation on the described objects. The description of the described objects refers to the description in the context of the claims or embodiments, and should not constitute an unnecessary limitation because of the use of such prefix words. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "a plurality" is two or more.

[0048] The following will describe the technical solutions in the embodiments of the present application in conjunction with the accompanying drawings in the embodiments of the present application. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or", for example, A / B can mean A or B; "and / or" herein is only a description of the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0049] In several embodiments provided in the embodiments of the present application, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is only a logical function division. In actual implementation, there may be other division methods. For example, 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 displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces. The indirect couplings or communication connections of the devices or units can be in electrical, mechanical or other forms.

[0050] In the present application, the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0051] In the known existing technologies, the integration solutions of rail transit subsystems usually only consider the integration between 2 to 3 subsystems, and mostly focus on the integration of on-vehicle systems. There is no multi-system and multi-level integration architecture for medium and low-capacity vehicles planned from the perspective of the whole vehicle, nor is there an integrated integration architecture for on-vehicle systems and ground systems. The integration limitations are large and the integration advantages are not obvious.

[0052] To solve this problem, the present application proposes a vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles. The vehicle includes a signal system, a network system, a braking system, a traction system, and an energy storage system. The logical structure of the integrated fusion system refers to Figure 1 .

[0053] The signal network fusion host communicates with the signal system and the network system respectively, and is used to obtain the operation data of the vehicle signal system from the signal system, obtain the operation data of the vehicle network system and the vehicle control signal from the network system, and perform fusion control on the signal system and the network system.

[0054] The traction braking fusion host communicates with the braking system, the traction system, and the network system respectively, and is used to obtain the operation data of the vehicle braking system from the braking system, obtain the operation data of the vehicle traction system from the traction system, obtain the vehicle control signal from the network system, and perform fusion control on the braking system and the traction system.

[0055] The on - ground charging system is electrically connected to the energy storage system.

[0056] The energy storage system is electrically connected to the traction - braking integration host, the traction system, the network system, and the signal system.

[0057] In the embodiments of the present application, the vehicle signal system and the network system share an integration host to achieve the integration of network and signal control; the vehicle traction system and the braking system share an integration host to achieve the control integration of the traction system and the braking system. The traction system, the energy storage system, and the on - ground charging system form an organic whole through control link optimization and function reconstruction to achieve integrated integration.

[0058] It should be understood that in terms of vehicle power supply, when the train is at a stop, the on - ground charging system charges the energy storage system and supplies power to the traction execution system; when the train is running on the line, the energy storage system supplies power to the traction execution system; when the train applies braking on the line, the traction execution system feeds back the electric braking energy to the energy storage system for recovery.

[0059] In terms of inter - system command interaction, the network - signal integration host communicates and interacts with other devices of the signal system and the network system respectively; the traction - braking integration host communicates and interacts with other devices of the traction system and the braking system respectively; the energy storage system, the traction - braking integration host, and the signal system communicate and interact with the network system respectively, and at the same time achieve mutual communication through the network system; the energy storage system directly interacts with the traction - braking integration host through hard - wired commands, and the energy storage system interacts with the on - ground charging device through wireless communication.

[0060] In some embodiments of the present application, the logical structure of the signal - network integration host refers to Figure 2 .

[0061] The signal - network integration host includes a main processing unit, a communication unit, and a sensor / actuator interface module;

[0062] The sensor / actuator interface module communicates with the sensor unit and the actuator unit in the signal system, and is used to collect sensing data during vehicle operation. The sensing data includes speed data, acceleration data, and longitude - latitude data;

[0063] The main processing unit communicates with the sensor / actuator interface module. The sensor - actuator interface includes a CANFD interface, an RS485 interface, and a digital - quantity IO interface. The main processing unit includes:

[0064] SIL4 safety core: It is used to process longitude - latitude data, obtain the vehicle position, write the vehicle position into the shared memory of the main processing unit, generate vehicle SIL4 safety - level automatic protection control commands, and vehicle SIL4 safety - level autonomous driving control commands;

[0065] Autopilot Application Core: Used to generate autopilot control instructions at levels other than the vehicle's SIL4 safety level;

[0066] The network communication core focuses on communication protocol processing and data transmission processing, and is the core execution unit of the network system. Specifically, the network communication core is used for processing data formats between different communication protocols in the network system and controlling data transmission in the network system, including reading the vehicle position in the shared memory and encapsulating it into a vehicle position data packet that can be recognized by the 5G module;

[0067] The communication unit includes a 5G module, which is used for communication between the signal network fusion host and the ground control center. It is configured to obtain the vehicle position data packet and send it to the ground control center to obtain mobile authorization data through the ground control center; the 5G module supports 3GPP Release 16 and private network slicing (URLLC mode, latency < 10ms).

[0068] After being processed by the network communication core, the mobile authorization data is transmitted to the vehicle signal system.

[0069] Specifically, in the train position reporting and mobile authorization distribution function, sensors collect information such as speed, acceleration, longitude, and latitude, and directly transmit it to the SIL4 safety core through the internal CANFD. After processing by the safety core, the position information is written into the shared memory. The network core directly reads the position data in the shared memory, encapsulates it into an IP data packet and sends it to the 5G module. The 5G module uses URLLC slicing and radio resource pre-scheduling to quickly send data from the in-vehicle fusion host to the ground control center and calculate the mobile authorization data. Compared with the traditional non-fused solution, the position reporting transmission delay is reduced by 70% (about 50ms). The mobile authorization data from the control center is sent to the 5G module through URLLC slicing, forwarded to the network core inside the fusion host, and the network core writes it into the dedicated area of the safety core in the shared memory. The safety core reads and verifies it in real time, and then sends the control instruction to the ATO application core through the shared memory. Compared with the traditional non-fused solution, the mobile authorization data distribution transmission delay is reduced by 75% (about 45ms). URLLC slicing uses both 5G and WiFi6 links at the same time, and radio resource pre-scheduling reserves resources on each link respectively. In case of any link failure, seamless switching is performed to ensure redundant transmission of key information.

[0070] In some embodiments of the present application, the main processing unit further includes an AI co-processor core, which is used for intelligent analysis of the operation data of the vehicle signal system and the vehicle network system, and is used to generate predictive maintenance instructions for the signal system and the network system; the AI co-processor core is configured to: analyze the track occupancy based on the sensing data collected by the on-vehicle lidar and video surveillance sensors of the vehicle signal system, and write the occupancy information into the shared memory of the main processing unit;

[0071] The network communication core reads the occupancy information in the shared memory, performs format conversion, and then sends it to the SIL4 safety core;

[0072] Based on the occupancy information, the SIL4 safety core calculates the braking curve, generates an automatic protection instruction, and transfers it to the vehicle braking system after being processed by the network communication core.

[0073] In the embodiments of the present application, the AI co-processor focuses on data intelligent analysis, real-time decision-making assistance, and predictive maintenance, provides algorithm-level optimization for the signal system, and is used for real-time data analysis (such as track foreign object detection).

[0074] Specifically, in the obstacle monitoring function, the AI processor intelligently analyzes the situation of obstacles occupying the track through the image data collected by the on-vehicle lidar and video surveillance. When occupancy is recognized, the occupancy information is directly sent to the safety core through the shared memory. The safety core calculates the braking curve, generates an ATP instruction such as emergency braking, and sends it to the TSN switching chip through the shared memory. The TSN switching chip preferentially forwards the instruction to the brake controller according to the preset scheduling table, triggering emergency braking. This topology structure significantly reduces the system interaction complexity through hardware integration, and the end-to-end delay is reduced by 40% compared with the traditional solution.

[0075] In some embodiments of the present application, the network interface module includes a TSN switching chip, and the TSN switching chip presets a vehicle scheduling table; the TSN switching chip supports hardware timestamps and priority queues, and the physical interface includes 2 TSN Ethernet optical ports and 4 TSN Ethernet electrical ports.

[0076] The automatic protection instruction is transferred to the shared memory of the signal network fusion host. The TSN switching chip obtains the automatic protection instruction through the shared memory, and transfers the automatic protection instruction to the vehicle braking system through network communication according to the vehicle scheduling table.

[0077] In some embodiments of the present application, the communication unit further includes: a WIFI module, redundant links, and satellite backup. The WIFI6 module uses the 6GHz band, and the peak rate is 9.6Gbps. According to specific application requirements, other types of communication modules can also be configured for the communication unit.

[0078] In the above embodiments, in terms of memory allocation of the signal network fusion host, the safety core uses an independent channel and prohibits other modules from accessing. The network communication core and the ATO application core support shared access, but access isolation is achieved through the memory management unit. The signal network fusion host realizes real-time data interaction between the network system and the signal system through hardware and control integration, greatly shortening the instruction transmission delay between systems and improving the response speed of functions.

[0079] In some embodiments of the present application, the logical structure of the traction-brake fusion host refers to Figure 3, which includes a main logic operation module, an IO module, a safety operation module, a traction algorithm module, a braking algorithm module, a communication module, and a safety interface module;

[0080] The IO module communicates with the traction system and the braking system, and collects the status information of the traction system and the status information of the braking system;

[0081] The safety operation module is used to obtain the vehicle operation mode and send it to the main logic operation module;

[0082] The main logic operation module is used to perform collaborative calculations of braking commands and traction commands according to the vehicle operation mode, send the traction command to the traction algorithm module, and send the braking command to the braking algorithm module; The operation modes include emergency braking function, creep mode, emergency traction mode, etc.;

[0083] The traction algorithm module is connected to the vehicle traction actuator and the electro-braking actuator;

[0084] The braking algorithm module is connected to the vehicle friction braking actuator, and the safety operation module is connected to the vehicle friction braking actuator through the safety interface module;

[0085] The main logic operation module, the traction algorithm module, and the communication module are connected through the CPCI bus, and the safety operation module, the communication module, and the safety interface module are connected through the CANFD bus.

[0086] Specifically, during emergency braking, the safety operation module sends the emergency braking mode to the main logic operation module. The main logic operation module calculates the required emergency braking force demand based on the received load information and the emergency braking mode instruction of the vehicle, and preferentially allocates it to the traction algorithm module to drive the traction / electro-braking actuator to apply electro-braking. The main logic operation module simultaneously receives the actual applied electro-braking force value feedback from the traction algorithm module, calculates the insufficient braking force, and allocates it to the braking algorithm module to drive the friction actuator to apply friction braking compensation.

[0087] Under the creep mode and the emergency traction mode, when the train applies braking, the IO module sends the collected instruction information and status information such as traction, braking, gear position, speed, and load to the main logic operation module. The main logic operation module calculates the required braking force demand, preferentially allocates it to the traction algorithm module to drive the traction / electro-braking actuator to apply electro-braking. The main logic operation module simultaneously receives the actual applied electro-braking force value feedback from the traction algorithm module, calculates the insufficient braking force, and allocates it to the braking algorithm module to drive the friction actuator to apply friction braking compensation.

[0088] In some embodiments of the present application, the main logic operation module is configured to: based on the load information and braking mode instruction of the vehicle, calculate the braking force demand, and preferentially allocate the braking force demand to the traction algorithm module to drive the traction actuator and the electric braking actuator to apply electric braking. The main logic operation module simultaneously receives the actually applied electric braking force value fed back by the traction algorithm module, and analyzes whether the electric braking force value meets the braking force demand. If not, the insufficient braking force is allocated to the braking algorithm module to drive the friction actuator to apply friction braking compensation.

[0089] In some embodiments of the present application, the safety operation module is configured to monitor the braking distance of the vehicle in real time. When it is detected that the braking distance does not meet the emergency braking distance requirement, the safety operation module directly sends the calculated emergency braking force demand to the friction braking actuator through the safety interface module.

[0090] In some embodiments of the present application, the traction-braking fusion host further includes a redundant power supply, that is, the power supply module is a dual-power redundant architecture.

[0091] In the above technical solution, through the internal cooperation of the fusion controller, the emergency braking function of the train, the service braking functions in the creep mode and the emergency traction mode are realized by changing from only using friction braking conventionally to the combined application of electric and friction braking. The optimization of the emergency braking, creep mode and service braking functions in the emergency traction mode achieved by the fusion host can, while ensuring functional safety, significantly reduce the risk of wheel rubbing during emergency braking, improve the application efficiency of electric braking in various modes and working conditions, reduce the usage frequency of friction braking, and significantly reduce the wear of brake pads.

[0092] In some embodiments of the present application, the traction-energy-ground charging fusion architecture refers to Figure 4 .

[0093] One set of ground charging system is configured for each station. Each set of charging system contains multiple charging modules, supporting single-vehicle or multi-vehicle charging simultaneously. Each vehicle is configured with one set of energy storage system and one set of traction system. The ground charging system is connected to the contact rail, and the vehicle's current collector shoes are respectively connected to the on-vehicle energy storage system and the traction system. The energy storage system and the ground charging device achieve communication connection through their respective internal wireless communication modules. The energy storage system and the traction system achieve key instruction interaction and transmission through hard-wired connection. The energy storage system and the traction system are both connected to the network / signal fusion system through network cables to achieve network data interaction. The vehicle-ground integrated power supply and power consumption are integrated to achieve automatic charging when the vehicle stops stably, protection against starting during charging, protection against abnormal starting during charging, and automatic power-off protection of the energy storage system when the traction GR fails.

[0094] After the vehicle enters the station, the energy storage system sends the vehicle speed obtained from the network to the ground charging device through the wireless communication module. The ground charging device starts charging after judging that the vehicle is at zero speed based on the speed information, ensuring that the vehicle has stopped steadily during charging. During the charging process, the energy storage system judges whether the departure conditions are met based on its own power. When the power meets the requirements, it sends it to the ground charging device through the wireless communication module. After receiving the instruction, the ground charging device stops charging and sends the charging stop status to the charging device through the wireless communication module. When the charging device judges that the power is sufficient and the charging device stops charging, the vehicle is allowed to depart, and the departure permission signal is sent to the signal system through the train network to ensure that the train cannot depart during the charging process, resulting in abnormal arcing between the pantograph and the charging rail. The ground charging device The charging status is sent to the energy storage system in real time through the wireless communication module, and the energy storage system forwards this status to the traction system through the network system. If an emergency such as a platform fire occurs, the vehicle must immediately leave the platform during the charging process. At this time, the network signal fusion system ignores the permission to depart command sent by the energy storage system and forces the traction to depart. Under this working condition, the traction system forcibly disconnects the high-speed circuit breaker and cuts off the connection between the charging device and the vehicle based on the received energy storage charging status and traction command to prevent the risk of abnormal arcing between the pantograph and the charging cabinet when the vehicle is moving; after the traction system detects a GR fault, it sends the GR fault status to the energy storage system through a hard line. After receiving the GR fault, the energy storage system disconnects the positive and negative output contactors to prevent the risk of the vehicle body being continuously charged by the GR.

[0095] The vehicle-ground integrated fusion system architecture for medium and low-capacity rail transit proposed in this application is a new multi-system fusion architecture for rail transit. Compared with the existing fusion technology that only considers the integration of 2 to 3 subsystems, it has a wider fusion range and a deeper degree of integration, opening up the energy links and communication links of a total of 6 systems on board and on the ground. At the same time, most traditional fusion solutions are oriented to the design of on-board subsystems. This application further considers the fusion design with the ground subsystem, improves the vehicle-ground coordination capability, and proposes a new vehicle-ground coordinated power supply mode. The key technologies of this application include the following aspects.

[0096] (1) The integrated fusion system architecture proposed in this application includes a signal system, a network system, a braking system, a traction system, an energy storage system and a ground charging system. Each system is interconnected through network communication, hard-wired communication and power supply to form an organic whole. On the premise of ensuring the functional integrity of the subsystem, the network, control, drive and production of each subsystem are integrated and designed separately to form a multi-system integration solution with a streamlined architecture.

[0097] (2) Multi-core heterogeneous controller architecture technology. The network signal fusion host integrates a SIL4 safety core, a network communication core, an autonomous driving application core, and an AI co-processor core to achieve physical isolation and parallel processing of signal safety control, signal automatic operation control, and network protocol stacks. The safety core focuses on real-time braking instructions, the ATO application core processes train autonomous driving, the communication core manages 5G / WiFi multi-mode communication, the AI algorithm core processes image data, and the shared memory and hardware acceleration module support zero-copy interaction of cross-core data. Multi-core parallel processing improves the computing power utilization rate by 40%, and physical isolation ensures that the signal system is protected from network attacks.

[0098] (3) Deterministic network transmission technology. Based on the integrated transmission of TSN (Time-Sensitive Network) and 5G URLLC slices, through 802.1Qbv time-aware shaping and pre-scheduled resource allocation, fixed time slots are reserved for signal instructions. Wireless-wired collaborative optimization (such as air interface delay compensation algorithm), end-to-end jitter < 10 μs, and reliability reaches 99.9999%. Support for dual-plane redundancy (such as 5G + WiFi 6E), switching time < 5 ms.

[0099] (4) Vehicle-ground collaborative power supply technology. Cancel the energy feedback device, ground contact rail, and return rail required for traditional vehicle power supply, and use a ground charging system and an on-vehicle energy storage system to cooperate in power supply. Together with the on-vehicle traction system, a new vehicle-ground power supply and consumption mode is formed. Through hardwiring, wired networks, and wireless networks between systems, a vehicle-ground integrated control communication loop is built to ensure smooth information flow between the five major systems of traction, energy storage, signal, network, and ground charging, thereby realizing automatic charging of the train when parked and safety protection functions during the charging and power consumption process, and ensuring vehicle availability under different working conditions and different fault modes.

[0100] (5) Function reconstruction technology. Optimize and reconstruct the control functions of the traction and braking systems, comprehensively optimize the logical link of the mutual cooperation control functions between the traction and braking systems, reduce control communication delay, optimize functions such as traction and braking force distribution management at the train level, electro-pneumatic coordination of emergency braking, electro-control coordination of braking in degraded mode, and data maintenance and storage, and achieve optimization and performance improvement of the traditional traction and braking cooperation functions.

[0101] The above is only the specific implementation manner of this application, but the protection scope of this application is not limited thereto. Any person skilled in the art within the technical scope disclosed by this application can easily think of changes or substitutions, which should all be covered within the protection scope of this application. Therefore, the protection scope of this application should be subject to the protection scope of the claimed rights..

Claims

1. An integrated vehicle-ground integration system for medium and low-capacity rail transit vehicles, characterized in that The vehicle includes a signal system, a network system, a braking system, a traction system, and an energy storage system. The integrated fusion system includes: A signal network fusion host: Communicates with the signal system and the network system respectively, and is used to obtain the operating data of the vehicle signal system from the signal system, obtain the operating data of the vehicle network system and vehicle control signals from the network system, and perform fusion control on the signal system and the network system; A traction braking fusion host: Communicates with the braking system, the traction system, and the network system respectively, and is used to obtain the operating data of the vehicle braking system from the braking system, obtain the operating data of the vehicle traction system from the traction system, obtain vehicle control signals from the network system, and perform fusion control on the braking system and the traction system; A ground charging system: Electrically connected to the energy storage system; The energy storage system is electrically connected to the traction braking fusion host, the traction system, the network system, and the signal system.

2. The vehicle-ground integrated fusion system of the medium and low-capacity rail transit vehicle according to claim 1, wherein The signal network fusion host includes a main processing unit, a communication unit, and a sensor / actuator interface module; The sensor / actuator interface module communicates with the sensor unit and the actuator unit in the signal system, and is used to collect sensing data during vehicle operation. The sensing data includes speed data, acceleration data, and longitude and latitude data; The main processing unit communicates with the sensor / actuator interface module, and includes: A SIL4 safety core: Used to process longitude and latitude data, obtain the vehicle position, write the vehicle position into the shared memory of the main processing unit, generate an automatic protection control instruction for the vehicle SIL4 safety level, and an automatic driving control instruction for the vehicle SIL4 safety level; An autonomous driving application core: Used to generate autonomous driving control instructions at levels other than the SIL4 safety level; A network communication core: Used for processing data formats between different communication protocols of the network system and controlling data transmission of the network system, including reading the vehicle position in the shared memory and encapsulating it into a vehicle position data packet that can be recognized by the 5G module; The communication unit includes a 5G module, which is used for communication between the signal network fusion host and the ground control center, and is configured to obtain the vehicle position data packet and send it to the ground control center to obtain mobile authorization data through the ground control center; The mobile authorization data is processed by the network communication core and then transmitted to the vehicle signal system.

3. The vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles according to claim 2, wherein The main processing unit further includes: An AI co-processor core: Used for intelligent analysis of the operating data of the vehicle signal system and the operating data of the vehicle network system, and is used to generate predictive maintenance instructions for the signal system and the network system; The AI co-processor core is configured to: Analyze track occupancy based on the sensing data collected by the on-vehicle lidar and video surveillance sensors of the on-vehicle signal system, and write the occupancy information into the shared memory of the main processing unit; The network communication core reads the occupancy information in the shared memory, performs format conversion, and then sends it to the SIL4 safety core; The SIL4 safety core calculates the braking curve based on the occupancy information, generates an automatic protection instruction, and transmits it to the vehicle braking system after being processed by the network communication core.

4. The vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles according to claim 3, characterized in that, The network interface module includes a TSN switch chip, and the TSN switch chip presets a vehicle scheduling table; The automatic protection instruction is transmitted to the shared memory of the signal network fusion host, and the TSN switch chip obtains the automatic protection instruction through the shared memory, and transmits the automatic protection instruction to the vehicle braking system through network communication according to the vehicle scheduling table.

5. The vehicle-ground integrated fusion system of the medium and low-capacity rail transit vehicle according to claim 2, characterized in that, The communication unit further includes: a WIFI module, redundant links, and satellite backup.

6. The vehicle-ground integrated fusion system of medium and low-capacity rail transit vehicles according to claim 1, wherein The traction and braking fusion host includes a main logic operation module, an IO module, a safety operation module, a traction algorithm module, a braking algorithm module, a communication module, and a safety interface module; The IO module communicates with the traction system and the braking system, and collects the status information of the traction system and the status information of the braking system; The safety operation module is used to obtain the vehicle operation mode and send it to the main logic operation module; The main logic operation module is used to perform collaborative calculations of braking instructions and traction instructions according to the operation mode of the vehicle, send the traction instruction to the traction algorithm module, and send the braking instruction to the braking algorithm module; The traction algorithm module is connected to the vehicle traction actuator and the electric braking actuator; The braking algorithm module is connected to the vehicle friction braking actuator, and the safety operation module is connected to the vehicle friction braking actuator through the safety interface module; The main logic operation module, the traction algorithm module, and the communication module are connected through a CPCI bus, and the safety operation module, the communication module, and the safety interface module are connected through a CANFD bus.

7. The vehicle-ground integrated fusion system of the medium and low-capacity rail transit vehicle according to claim 6, characterized in that, The main logic operation module is configured as follows: The main logic operation module calculates the braking force demand according to the load information and braking mode instruction of the vehicle, preferentially allocates the braking force demand to the traction algorithm module to drive the traction actuator and the electric braking actuator to apply electric braking. The main logic operation module simultaneously receives the actual applied electric braking force value fed back by the traction algorithm module, and analyzes whether the electric braking force value meets the braking force demand. If not, the insufficient braking force is allocated to the braking algorithm module to drive the friction actuator to apply friction braking compensation.

8. The vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles according to claim 6 or 7, characterized in that The safety operation module is configured to monitor the braking distance of the vehicle in real time. When it is detected that the braking distance does not meet the emergency braking distance requirement, the safety operation module directly sends the calculated emergency braking force demand to the friction braking actuator through the safety interface module.

9. The vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles according to claim 6, characterized in that The traction and braking fusion host further includes a redundant power supply.

10. The vehicle-ground integrated fusion system for medium and low-capacity rail transit vehicles according to claim 1, wherein, One set of ground charging device is configured for each station, and each set of ground charging device includes multiple charging modules, and each charging module can be connected to a train of vehicles.

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