Locomotive driving guidance system

Abstract

The invention provides a locomotive driving guidance system. The locomotive driving guidance system comprises a data acquisition module, a core calculation module and a display module, the data acquisition module acquires locomotive operation data, line environment data and load data in real time; the core calculation module obtains the real-time running resistance, braking distance and real-time acceleration of the locomotive according to the data acquired by the data acquisition module, and transmits the real-time running resistance, braking distance and real-time acceleration to the display module in real time; and the display module displays a locomotive resistance curve, a suggested traction / braking gear, running resistance, a braking distance and acceleration through a graphical interface. Multi-source data fusion of the locomotive is achieved, locomotive real-time running resistance, braking distance and other data which can be used for guiding a driver to achieve a driving strategy are obtained through locomotive running data, line environment data, load data and other information and displayed in real time, and dynamic driving guidance is provided for the driver; locomotive energy conservation and standardization of locomotive driving operation are achieved in a low-cost mode.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit locomotive control, and in particular relates to a locomotive driving guidance system. Background Art

[0002] In the rail transit industry, locomotives experience varying resistance and braking distances when operating under varying loads and on varying track slopes. While performing traction and braking operations, locomotive drivers lack intuitive access to real-time data such as the locomotive's resistance and braking distance. This forces drivers to rely solely on prior experience, making precise control difficult.

[0003] Regarding locomotive driving, current research is divided into two categories. One is the locomotive automatic driving system that directly participates in locomotive control. The automatic driving system reads locomotive information and line data to directly control the locomotive's traction and braking to achieve automatic locomotive driving. The automatic driving system is complex, costly, and energy-intensive. The other is the traditional manual driving method. The locomotive can only display information such as the locomotive's real-time traction, electric braking force, air brake pressure, operating speed, and line slope. The driver cannot know the locomotive's running resistance, acceleration during acceleration, deceleration during braking, braking distance, etc. The display information provided by the existing locomotive cannot provide the driver with sufficient driving guidance. The driver can only rely on experience to estimate the locomotive's acceleration and braking distance. The traditional manual driving method is not conducive to achieving precise locomotive driving and energy-saving driving.

[0004] The traditional locomotive driving and operating method has the following problems:

[0005] (1) Human-computer interaction lacks active guidance: The data of the existing driving console instruments, LKJ signal devices (train operation monitoring devices) and TCMS system (train control and management system) are independent of each other. The driver needs to manually switch and observe multiple information sources to obtain data such as the actual speed of the locomotive and the line slope and make a comprehensive judgment. It is impossible to obtain the integrated key parameters (such as the real-time running resistance and braking distance of the locomotive) in real time, resulting in delays in driving strategy formulation.

[0006] (2) It is difficult to balance energy consumption and driving standardization: due to the lack of real-time running resistance, it is difficult for locomotives to achieve energy-saving driving. In order to ensure punctuality, drivers often use high traction mode, resulting in energy waste; due to the lack of real-time braking distance, it is difficult for drivers to ensure that the locomotive stops at a fixed point through manual operation, which aggravates wheel and rail wear. Summary of the Invention

[0007] The purpose of the present invention is to address the deficiencies of the existing technology and provide a locomotive driving guidance system to achieve standardization of locomotive driving operations in a low-cost manner and provide dynamic driving guidance for drivers.

[0008] In order to achieve the above object, the technical solution adopted by the present invention is:

[0009] A locomotive driving guidance system includes a data acquisition module, a core computing module, and a display module;

[0010] The data acquisition module is connected to the locomotive signal system and the locomotive microcomputer network control system through the locomotive communication bus to obtain locomotive operation data, line environment data, and load data in real time, and transmit them to the core calculation module in real time;

[0011] The core calculation module obtains the real-time running resistance, braking distance, and acceleration of the locomotive based on the data obtained by the data acquisition module, and transmits it to the display module in real time;

[0012] The display module displays the locomotive's running resistance, braking distance, acceleration, and recommended traction / braking gear in real time through a graphical interface.

[0013] Traditional manual driving requires the driver to manually switch between multiple information sources to obtain data such as the locomotive's actual speed and track slope, and then make a comprehensive judgment. This prevents real-time access to key locomotive parameters. Existing locomotive information doesn't provide sufficient guidance for the driver, who must rely on experience to estimate the locomotive's acceleration and braking distance. This delays driving strategy formulation, hinders energy-efficient driving, and results in energy waste. Autonomous driving systems are complex, costly, and energy-intensive.

[0014] The present invention realizes the fusion of multi-source data of locomotives, and uses information such as locomotive operation data, line environment data, and load data to obtain data such as real-time locomotive operation resistance and braking distance. The real-time data that can be used to guide the driver to implement driving strategies is displayed on the display screen, providing dynamic driving guidance for the driver, and achieving locomotive energy saving and standardization of locomotive driving operations in a low-cost manner.

[0015] Furthermore, the locomotive operation data includes brake cylinder pressure, total air cylinder pressure, locomotive traction, locomotive braking force, and locomotive speed.

[0016] Furthermore, the line environment data includes locomotive positioning data, line slope, and line curve radius.

[0017] Furthermore, the load data includes locomotive weight, load weight, and locomotive formation information.

[0018] Furthermore, the locomotive driving guidance system also includes a power module, which is a DC-DC power converter. The power module supplies power to the data acquisition module, the core computing module and the display module.

[0019] Furthermore, the locomotive driving guidance system also includes an early warning module, which triggers an audible and visual alarm and / or vibration feedback when the real-time speed of the locomotive exceeds a speed threshold or the braking margin is insufficient.

[0020] Furthermore, the display module is arranged in front of the driver's field of vision, displaying key information in front of the driver's field of vision to reduce the frequency of sight diversion.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] The present invention realizes the fusion of multi-source data of locomotives, and uses information such as locomotive operation data, line environment data, and load data to obtain data such as real-time locomotive operation resistance and braking distance. The real-time data that can be used to guide the driver to implement driving strategies is displayed on the display screen, providing dynamic driving guidance for the driver, and achieving locomotive energy saving and standardization of locomotive driving operations in a low-cost manner. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a schematic diagram of a locomotive driving guidance system according to an embodiment of the present invention;

[0024] Figure 2 Schematic diagram of the locomotive operation data calculation process according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] The present invention will be described in detail below with reference to the embodiments. It should be noted that the embodiments and features of the embodiments of the present invention can be combined with each other without conflict.

[0026] Example 1

[0027] This embodiment takes into account the application requirements, environmental characteristics, network security requirements and driver's cab driving operation methods of rail transit vehicles, and combines locomotive network control principles and circuit design to design a locomotive driving guidance system based on multi-source data fusion.

[0028] like Figure 1 ,The locomotive driving guidance system with multi-source data fusion is composed of the following:

[0029] 1. Data acquisition module

[0030] The data acquisition module is connected to the locomotive signal system (such as the locomotive operation monitoring device LKJ, the locomotive operation control equipment GYK, etc.) and the locomotive microcomputer network control system (TCMS) through the Ethernet / MVB bus to obtain real-time data such as the locomotive's actual speed, positioning information, real-time line slope data (including slope, curve radius), traction, braking force, locomotive weight, load weight, and marshaling information.

[0031] The data acquisition module integrates LKJ signals, TCMS control data and dynamic load parameters, reads parameters such as locomotive and load weight, and fuses multi-source data.

[0032] The data acquisition module includes a signal structure unit, a signal conditioning circuit, etc.

[0033] Interface unit for LKJ, GYK and other signaling devices: uses an industrial Ethernet switch, connected to LKJ, GYK and other signaling devices through an RJ45 interface, and supports analysis of locomotive communication network standard protocols.

[0034] TCMS interface unit: uses a multi-protocol communication controller, supports MVB (Multi-Function Vehicle Bus) master device access, and reads TCMS traction / braking status words (such as wheel traction, electric braking force, and brake cylinder pressure) in real time.

[0035] Data acquisition module signal conditioning circuit: uses a precision instrumentation amplifier to protect and filter analog signals (such as speed sensor pulses), meeting railway safety communication requirements.

[0036] During locomotive operation, the signaling system and locomotive microcomputer network control system collect a wide range of information from various devices. This data volume is large and complex. The data acquisition module determines the appropriate data communication protocol to collect only valid data for subsequent calculations, filtering out erroneous information to avoid subsequent calculation errors. The following data must be collected: locomotive weight M1, load weight M2, line slope i, line curve radius R, locomotive real-time speed v, locomotive traction force F1, locomotive braking force F2, brake cylinder pressure P1, and total air cylinder pressure P2.

[0037] 2. Core computing module

[0038] The core calculation module realizes the real-time calculation of locomotive running resistance, real-time acceleration, braking distance and other data, and displays the calculation results in real time through the display module, such as Figure 2 .

[0039] The core computing module uses an industrial-grade multi-core processor main control chip, which is responsible for traction / braking calculations, data preprocessing, etc. The core computing module can use a computing cache of more than 4GB and an industrial-grade SSD (supporting power-off protection).

[0040] The core calculation modules include the traction calculation unit and the braking calculation unit. The traction calculation unit dynamically calculates the locomotive's running resistance based on data from the data acquisition module, combined with real-time slope and load. The braking calculation unit calculates braking distance under different operating conditions based on data from the data acquisition module, combined with real-time slope and load, according to the UIC braking model (UIC standard of the International Union of Railways).

[0041] The traction calculation process is based on the TB / T+1407.1-2018 traction calculation regulations. The braking distance calculation is based on the UIC braking model, an internationally accepted standard method.

[0042] After the core calculation module completes the calculation, it checks the rationality of the output calculation results to avoid outputting erroneous information and interfering with locomotive operation. The validity of values ​​such as locomotive acceleration, real-time running resistance, recommended traction / braking gear, and braking distance (normal braking / emergency braking) must be filtered. For example, the acceleration of the HXD1 electric locomotive should not exceed 0.2m / s 2 .

[0043] 3. Display module

[0044] The display module uses a graphical interface to display real-time data that can be used to guide the driver's driving strategy. It displays key information such as real-time operating resistance curve, recommended traction / braking gear, dynamic braking distance (normal braking / emergency braking), acceleration, etc. in front of the driver's field of view, reducing the frequency of eye shifts.

[0045] The display module can adopt a liquid crystal panel display that meets the standards of the rail transit industry.

[0046] The locomotive displays the common braking distance and emergency braking distance in real time, which significantly improves the accuracy of the driver's estimated braking distance compared with traditional methods. Accurate braking distance can improve the safety of locomotive operation.

[0047] The locomotive displays the locomotive's running resistance in real time, which can guide the driver to choose the optimal traction strategy and reduce locomotive energy consumption. For example, when the locomotive is running uphill, the previous locomotive can only display the real-time running speed of 60km / h and the traction of 400kN, and the driver cannot know other information. With the locomotive driving guidance system of this embodiment, the driver can intuitively see the locomotive's real-time running resistance of 398kN and the locomotive acceleration of 0m / s on the display screen. 2 The locomotive driver tries to increase the traction handle, and can intuitively see that the locomotive acceleration becomes 0.5m / s 2 By observing the changes in real-time acceleration, the driver can avoid excessive changes in the locomotive's traction force while driving, thereby avoiding excessive energy consumption of the locomotive.

[0048] 4. Early warning module

[0049] When the actual speed exceeds the speed threshold or the braking margin is insufficient, an audible and visual alarm and / or vibration feedback is triggered.

[0050] The speed threshold is usually determined based on the locomotive's operating status. For example, when the locomotive is running at a constant speed, the speed threshold is consistent with the real-time speed. When the locomotive needs to accelerate to meet the interval operating speed requirements, the speed threshold is a multiple of the real-time speed. The speed threshold can be modified based on user needs. When the locomotive's operating speed exceeds the speed threshold, the core calculation module sends the alarm information to the display screen for display, and triggers the sound and light alarm and / or vibration feedback. The emergency braking distance calculated by the core calculation module is close to the protection threshold on the line. The calculation module sends the alarm information to the display screen for display, and triggers the sound and light alarm and / or vibration feedback. The locomotive driving guidance system only provides guidance information, does not provide locomotive traction and braking instructions, and does not participate in the execution of locomotive traction and braking actions.

[0051] 5. Power module

[0052] The power module utilizes a DC-DC power converter that meets rail transit industry standards to power the data acquisition module, core technology module, and display module. Its output voltage meets the power requirements of the power-consuming modules. The power module is equipped with an overvoltage / undervoltage protection chip, enabling automatic switching between dual power supply channels to ensure continuous system operation even when the locomotive power supply fluctuates.

[0053] This embodiment, within the framework of rail transit requirements, provides a locomotive driving guidance system based on multi-source data fusion. This system utilizes multi-source locomotive data fusion to calculate real-time locomotive operating resistance, acceleration during acceleration, deceleration during braking, braking distance, and other data. This data is displayed on a display screen to guide the driver's driving behavior, achieving locomotive energy conservation and standardized locomotive driving operations in a low-cost manner. The output signal of this locomotive driving guidance system is used only for visual prompts and is not connected to the locomotive's traction / braking control circuits, nor does it participate in locomotive control.

[0054] Example 2

[0055] Take the HXD1 electric locomotive pulling 5,000 tons on the line as an example:

[0056] The driver boarded the locomotive, selected the route through the locomotive signal system, entered a traction load of 5,000 tons, and the locomotive began moving. The locomotive's driving guidance system's data acquisition module read data such as the locomotive model HXD1, the load locomotive model C80, the locomotive's real-time speed of 60 km / h, the load weight of 5,000 tons, the real-time line slope of 3‰, and the line curve radius of 3,000 meters.

[0057] The core calculation module combines the locomotive's traction and braking characteristics, air braking process, curve resistance, and slope resistance factors, establishes a train dynamics model in accordance with the TB / T+1407.1-2018 traction calculation regulations and the UIC braking model, and performs traction calculations, braking calculations, etc.

[0058] Take traction calculation as an example:

[0059] Locomotive unit basic operating resistance:

[0060] ω′ 01 =1.20+0.0065v+0.000279v 2

[0061] Unit basic running resistance of truck vehicles (C80 heavy vehicles):

[0062] ω′ 02 =0.92+0.0048v+0.000125v 2

[0063] The value of unit slope resistance is equal to the slope in thousandths:

[0064] ω i =i

[0065] Unit curve additional resistance:

[0066]

[0067] In the formula: v is the locomotive speed, v = 60km / h, i is the slope in thousandths, i = 3‰, R is the slope curve radius, R = 600m.

[0068] Total operating resistance = basic operating resistance + slope resistance + curve additional resistance; basic operating resistance = locomotive unit basic operating resistance + freight vehicle unit basic operating resistance.

[0069] Total operating resistance = 86.2 + 154 + 10 kN = 250.2 kN.

[0070] Recommended traction is typically determined based on the locomotive's operating status. For example, when the locomotive is operating at a constant speed, the recommended traction is consistent with the locomotive's operating resistance. When the locomotive needs to accelerate to meet the required speed in the interval, the recommended traction is a multiple of the locomotive's operating resistance. The recommended traction value can be modified based on demand. The braking distance calculation process is based on the UIC braking model, an internationally standardized method.

[0071] The core calculation module combines the calculated data, and the display module shows that the locomotive operating resistance is 250.2kN, the recommended traction is 262kN, the normal braking distance is 135m, and the emergency braking distance is 114m.

[0072] Example 3

[0073] Taking a 200 km / h centralized power EMU as an example, a typical short train formation consists of 1 Mc + 7 T cars + 1 Tc, with flexible formations possible. The Mc is the power car with a driver's cab, the T is the trailer car (including second-class passenger cars and second-class passenger cars / dining cars (bar-style)), and the Tc is the trailer car with a driver's cab, also known as the control car.

[0074] 1 power car + 3 second-class cars + 1 second-class car / dining car (bar style) + 3 second-class cars + 1 control car, with a total capacity of 676 (including business class seats) / 698 people.

[0075] The driver boarded the train and selected the route through the locomotive signal system. The trailer / control car had a nominal axle weight of 17 tons, and the eight-car train entered a traction load of 544 tons. The locomotive began running. The data acquisition module of the locomotive's driver guidance system read data such as the locomotive model CR220J (tentative), the train's real-time speed of 170 km / h, the load weight of 544 tons, the real-time line gradient of 20‰, and the line curve of 3,000 meters.

[0076] The core calculation module combines the locomotive's traction and braking characteristics, air braking process, curve resistance, and slope resistance factors, establishes a train dynamics model in accordance with the TB / T+1407.1-2018 traction calculation regulations and the UIC braking model, and performs traction calculations, braking calculations, etc.

[0077] Take traction calculation as an example:

[0078] Basic operating resistance of locomotive unit:

[0079] w' 01 =2.25+0.019v+0.000320v 2

[0080] Basic unit running resistance of truck vehicles:

[0081] w' 02 =1.82+0.01*V+0.000145*V 2

[0082] The value of unit slope resistance is equal to the slope in thousandths:

[0083] ω i =i

[0084] Unit curve additional resistance:

[0085]

[0086] Where: v is the train speed, v = 170km / h, i is the slope in thousandths, i = 20‰, R is the slope curve radius, R = 600m.

[0087] Total operating resistance = basic operating resistance + slope resistance + curve additional resistance; basic operating resistance = locomotive unit basic operating resistance + freight vehicle unit basic operating resistance.

[0088] Total operating resistance = = 21.63 + 129.7 + 1.29 = 150.62 kN.

[0089] The core calculation module combines the calculated data, and the display module shows that the locomotive operating resistance is 150.6kN, the recommended traction is 160kN, the emergency braking distance is 1350m, etc.

[0090] The contents illustrated in the above embodiments should be understood as these embodiments are only used to more clearly illustrate the present invention, and are not used to limit the scope of the present invention. After reading the present invention, various equivalent modifications of the present invention by those skilled in the art shall fall within the scope defined by the claims attached to this application.

Claims

1. A locomotive driving guidance system, characterized in that: Including data acquisition module, core calculation module, and display module; The data acquisition module is connected to the locomotive signal system and the locomotive microcomputer network control system through the locomotive communication bus to obtain locomotive operation data, line environment data, and load data in real time, and transmit them to the core calculation module in real time; The core calculation module obtains the real-time running resistance, braking distance, and acceleration of the locomotive based on the data obtained by the data acquisition module, and transmits it to the display module in real time; The display module displays the locomotive's running resistance, braking distance, acceleration, and recommended traction / braking gear in real time through a graphical interface.

2. The locomotive driving guidance system according to claim 1, characterized in that: Locomotive operation data includes brake cylinder pressure, total air cylinder pressure, locomotive traction, locomotive braking force, and locomotive speed.

3. The locomotive driving guidance system according to claim 1, characterized in that: Line environment data includes locomotive positioning data, line slope, and line curve radius.

4. The locomotive driving guidance system according to claim 1, characterized in that: Load data includes locomotive weight, load weight, and locomotive composition information.

5. The locomotive driving guidance system according to claim 1, characterized in that: It also includes a power module, which is a DC-DC power converter. The power module supplies power to the data acquisition module, the core computing module and the display module.

6. The locomotive driving guidance system according to claim 1, characterized in that: It also includes an early warning module, which triggers an audible and visual alarm and / or vibration feedback when the locomotive's real-time speed exceeds a speed threshold or the braking margin is insufficient.

7. The locomotive driving guidance system according to claim 1, characterized in that: The display module is arranged in front of the driver's field of view.

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