Technical method and system for upgrading electronic and electrical architecture of locomotive, passenger car and train

Abstract

According to the technical method and system for upgrading the electronic and electrical architecture of the locomotive, the passenger car and the train, the domain centralized control electronic and electrical architecture is formed through modularization and fusion distributed functions; or the functional controller in the region is integrated into the region controller and is further subjected to cross-domain fusion to form an electronic and electrical architecture formed by the central processing unit and the region controller, and the new architecture has flexible expansibility and high computing power; a more complex cross-domain fusion algorithm is supported, an intelligent automatic driving function is conveniently accessed, multi-energy (power source) cooperative control such as expansion of new energy locomotive and reconnection control is realized, cooperative control among functions of the whole vehicle is realized, electronic equipment is simplified, wiring is reduced, the cost is reduced, hardware and software can be separated, a cloud management and control-oriented platform can be further realized, and a cloud management and control-oriented platform is realized. The cloud platform can be used as a supplement of a locomotive central computing platform to fuse ground data to complete part of computing with low real-time requirements, cloud control of monitoring and maintenance processing is realized, a new framework is applied to rail locomotives and ordinary-speed train vehicles, intelligentization and informatization of railways are facilitated, and cost is reduced at the same time.

Description

Technical Field

[0001] This invention belongs to the field of rail transit. It forms an electronic and electrical architecture with centralized domain control through modularization and integration of distributed functions, or an electronic and electrical architecture consisting of a central processing unit and a regional controller by integrating functional controllers within the region into the regional controller and further cross-domain integration. The new architecture has flexible scalability and high computing power, supports more complex cross-domain integration algorithms, facilitates the access of intelligent automatic driving functions, multi-energy (power source) collaborative control such as new energy locomotives, and the expansion of multiple-unit control, realizes collaborative control between vehicle functions, simplifies electronic and electronic equipment and reduces wiring, reduces costs, can realize the separation of hardware and software, and can further realize a cloud-oriented management and control platform. The cloud platform can serve as a supplement to the locomotive central computing platform, integrating ground data to complete some calculations, monitoring and maintenance processing with low real-time requirements, and cloud control. The application of the new architecture to rail locomotives and conventional trains is conducive to the intelligentization and informatization of railways, while reducing costs. Background Technology

[0002] Currently, most railway AC locomotives in use employ a distributed electronic control system and a TCN (Train Communication Network) architecture, with some functional domains being integrated. Overall, the locomotive is functionally distributed and divided into diesel power control system (diesel locomotive), power generation system (diesel locomotive), traction electric braking, air braking, auxiliary converter, high-voltage main circuit control, driver's cab drive unit, machine room drive unit, 6A system, axle temperature, automatic phase-crossing device, pantograph-catenary detection, CMD (Continuous Damping Device), and other locomotive-related equipment. Different devices are provided by different suppliers, and some devices, such as the air braking system, have independent control units, control devices, display devices, execution units, and sensing units.

[0003] Onboard train control equipment is an independent system, such as ATP / LKJ, ATO, locomotive signal onboard system, locomotive number recognition onboard device, locomotive integrated communication equipment CIR, etc.

[0004] The future development of intelligent autonomous driving will require expanded perception devices and higher computing power, which the current architecture and computing power cannot support.

[0005] With the advancement of autonomous driving, the current electronic and electrical architecture of rail locomotives faces higher and more numerous requirements for status and environmental monitoring, and a significant increase in onboard equipment. The existing architecture suffers from the following problems: 1) Each functional device is independent, requiring independent systems, structural components and space, which increases costs. When a new function is added, a set of equipment including ECU, wiring harness, etc. is required, which increases system complexity and verification difficulty. 2) The various functional devices themselves and the data exchange between devices require complex cabling, which increases the difficulty of wiring and costs; 3) The various functional devices are provided by different manufacturers, and the different hardware and software platforms result in a large workload for maintenance. Once a device is modified, all related devices need to be modified, making it difficult to coordinate between devices. 4) The existing architecture results in a lot of functional redundancy; 5) Existing architectures are difficult to directly integrate with intelligent autonomous driving. Intelligent driving requires the expansion of more perception units, processing units with higher computing power, and higher data transmission capabilities.

[0006] The current electronic and electrical architecture of rail locomotives has the above-mentioned problems, so it is necessary to gradually integrate the discrete distributed architecture into the electrical architecture of domain controllers.

[0007] According to patent searches, the following patents are mainly related to this invention: 1. Chinese invention patent application number "202210100326.6", application date "2022.01.27", publication number "CN114475673A", publication date "2022.05.13", titled "A Train Electronic and Electrical Architecture and Rail Train", applicant "CRRC Qingdao Sifang Vehicle Research Institute Co., Ltd.", relates to a train electronic and electrical architecture and rail train. The train electronic and electrical architecture includes: a train-level control layer, a vehicle-level control layer, and a vehicle-level data acquisition and execution layer. The train-level control layer includes at least two train-level controllers for train-level logic function calculation and communication; the vehicle-level control layer includes multiple vehicle-level domain controllers and multiple information security devices; the vehicle-level data acquisition and execution layer includes a general-purpose I / O module, a dedicated fast computing unit, and a dedicated data acquisition device; the general-purpose I / O module is used to acquire digital signals, analog signals, and output control signals; the dedicated fast computing unit is used to process and execute vehicle control functions requiring rapid response. This application achieves a high degree of integration and lightweight design of vehicle-level domain controllers and IO modules, comprehensively improving the level of train control automation, intelligence, and operation and maintenance.

[0008] The aforementioned patent only proposes the functional domain integration of passenger trains, but it is still a distributed electronic and electrical architecture. The architecture has not undergone a qualitative change, and it does not mention a central processing + domain controller architecture. It can only solve some of the above problems and is powerless for intelligent driving and cloud-based control and management. Summary of the Invention

[0009] The technical problem this invention aims to solve is to address the deficiencies in existing technologies by centralizing and integrating different functions to achieve a domain-centralized control electronic and electrical architecture, or further integrating across domains to construct an electronic and electrical architecture of a central processing unit + regional controllers. This is achieved through hardware and software decoupling and layered software design, isolation of security functions and related resources from non-security functions and related resources, and the use of a multi-core SOC architecture integrated with FPGAs to achieve complex scenario algorithm processing and improve computing power. High-speed real-time networks are used for communication between domain controllers to meet the large-scale real-time communication requirements after functional integration. Furthermore, in-vehicle cloud computing processing can be implemented. Cloud computing can supplement the in-vehicle central computing platform by integrating ground data to complete some high-computing-power calculations with less real-time requirements, OTA upgrades, cloud-based monitoring and maintenance, and other functions and services. Simultaneously, the new architecture has flexible scalability, supports easy access for future intelligent devices, enables extended vehicle collaborative control and reconnection control, cloud-based operation, simplifies electronic and electronic equipment, and reduces costs.

[0010] The electronic and electrical architecture of rail locomotives and conventional passenger cars can adopt a domain-centralized electronic and electrical architecture or a vehicle-centralized electronic and electrical architecture. This allows for cloud computing to provide services and functions such as OTA software upgrades for rapid iteration, cloud-based monitoring and maintenance, and cloud-based control. The electronic and electrical architecture of rail locomotives can be modularized, functionally centralized, and cross-domain integrated. This allows for a multi-center centralized approach, consisting of several central processing units (such as vehicle control center, active safety center, and train control onboard control center) plus peripheral execution and acquisition units (such as functional / regional control domains). This domain-centralized architecture facilitates coordinated control of different vehicle functions and reduces costs. The vehicle control center in this domain-centralized approach can integrate existing CCUs, vehicle status monitoring (including the 6A system), traction electric braking, air braking, multiple-unit control, high-voltage main circuit control, locomotive logic control, automatic phase transition, energy storage and charging management, train network control functions, and CMD equipment for communication with ground equipment. Various functional terminal devices (such as actuators, acquisition units, and display units) can be integrated into a few functional domains or cross-domain integrated into a regional controller. Other central domains outside the vehicle control center domain under the Chinese model, such as the train control on-board control center domain, have relatively simple electrical structures. The equipment can use the existing architecture and adopt a simplified architecture with centralized functions, cross-domain integration, and regional integration to reduce costs and improve performance. For example, the existing conventional speed on-board train operation control system can adopt an electrical architecture of central processing unit + front and rear driver's cab area controllers. The central processing unit can integrate LKJ host, locomotive signal host, locomotive number recognition on-board equipment, TAX box equipment (some locomotive status monitoring equipment can be integrated into the vehicle control center domain), LAIS on-board host, STP and wireless shunting light display equipment, CIR on-board host, etc., and also integrate signal acquisition and execution units in the machine room. The driver's cab area controller integrates DMI, alert, light display equipment, dual-needle meter, voice recording and other functions. Each domain is connected through a high-speed real-time communication network. The electronic and electrical architecture of conventional passenger cars can be modularized, functionally centralized, and integrated across domains. This can result in a multi-center centralized approach, consisting of several central processing units (such as vehicle control center domain and information service center domain) plus peripheral execution and acquisition units (such as functional domain / regional control domain). This approach facilitates coordinated control of different functions within the vehicle and reduces costs. Under this domain-centralized approach, the vehicle control center domain, depending on the car's configuration within the trainset, requires a train-level host and wireless transmission device for each vehicle's electrical equipment. For versatility, the train-level host and wireless transmission device can be integrated into a single train center domain. The vehicle's own equipment can be integrated into a passenger car safety operation center domain and a passenger information service center domain. The passenger car safety operation center domain can integrate gateway, braking control and monitoring, anti-skid control and anti-skid device status monitoring, bogie status monitoring at both ends, battery management, power supply and charger management, and display functions. The passenger information service center domain can integrate air conditioning, ventilation, heating, lighting, and broadcast television systems, facilitating future functional service expansion such as air brake electronic control upgrades and passenger information service upgrades and additions.

[0011] Further cross-domain integration can be achieved by adopting a centralized electronic and electrical architecture with a central processing unit and regional controllers: For locomotives, cross-domain integration can further integrate the active safety center domain into the vehicle control center domain or the train control on-board control center domain; the central control unit can integrate the vehicle control center domain, active safety center domain, train control on-board control center domain, etc. The original vehicle distributed control functions are integrated into the central processing unit or integrated into the area controller nearby, and the execution and data collection are integrated or connected to the area controller nearby, reducing the number of ECUs and wiring, and the functions are flexibly expanded. It supports OTA upgrades, cloud-based monitoring and maintenance operations, and cloud processing with low real-time requirements but high computing power requirements. For conventional passenger buses, cross-domain integration of vehicle control center domain and information service center domain can be further achieved to realize a centralized architecture of central control unit + regional controller for vehicle control and information services. The train center domain can be integrated into the central control unit, and vehicle cloud computing can be further realized.

[0012] The communication network within a centralized electronic and electrical architecture, or the communication network within the locomotive and rolling stock control domain under a domain-centralized electronic and electrical architecture, can be composed of two levels: a train network and a vehicle network. The train network in the locomotive's vehicle control domain can use wired networks such as WTB and ETB to achieve centralized multiple-connection and grouping, or it can use wireless communication networks to achieve centralized and distributed multiple-connection. For centralized multiple-connection, short-range wireless communication technology can be used, while for distributed multiple-connection, mobile communication technology, low-orbit satellite mobile communication technology, spread spectrum mid-to-far field communication technology such as LORA, and microwave communication technology can be used. The vehicle network in the locomotive's vehicle control domain can use real-time communication technologies with large data volumes such as Ethernet to meet the real-time communication needs of large data volumes between domain controllers and between the central processing unit and the area controller. The original communication bus can be used between the domain controller and the acquisition and execution unit.

[0013] The passenger vehicle network can be composed of a two-level network: a train network and a vehicle network.

[0014] By centralizing and integrating domains, the number of ECUs in the original distributed electronic and electrical architecture is reduced. At the same time, the functions of most ECUs are weakened and their data processing functions are downgraded. They are now mainly used for execution and data acquisition. Data that used to be transmitted over the network can now be exchanged within the domain controller, resulting in a reduction in network load, a shorter operating cycle, and improved real-time performance. It also simplifies the hardware platform, operating system, and communication methods, offering significant advantages.

[0015] Terminal data acquisition and execution mechanisms can be shared across different applications.

[0016] Centralized and cross-domain integrated domain controllers can adopt core technologies such as digital cloud platforms, high-computing-power domain controllers, and high-speed communication networks. The digital cloud platform connects vehicles or on-board equipment, customers, and services to achieve cloud-based control. The high-speed communication network directly uses high-speed communication networks such as Ethernet in the domain controller to meet the real-time transmission requirements of large data volumes after functional integration and domain fusion. The high-computing-power heterogeneous domain meets the complex computing and processing needs after functional fusion.

[0017] The active safety central domain, central processing unit, or various central domains in the domain-centralized architecture integrate multiple functions, such as environmental perception or driver video monitoring functions, which may employ complex visual processing algorithms. These may require high parallel computing, making the use of high-performance heterogeneous computing processing units necessary. Therefore, highly integrated and powerful SoC chips can be used to meet complex processing requirements.

[0018] Due to the original electrical architecture of the locomotive, many functions of the onboard equipment are redundant. By centralizing these functions, similar and redundant functions can be integrated. For example, the locomotive's CCU + train network can realize the 6A system function by simply adding sensing and execution units. Similarly, the locomotive's CCU + train network can realize the CMD host function by simply adding wireless communication equipment and gateways, simplifying the equipment and reducing costs, thereby achieving centralized domain control. For example, the existing onboard train control system can obtain the phase separation warning execution prompt through transponder query, or obtain the electrical phase separation position through line data + train positioning to provide the phase separation warning execution prompt, which can simplify the phase separation device of the locomotive.

[0019] The train control onboard control center domain can integrate onboard equipment of the train operation control system, such as ATP or LKJ (including LAIS onboard system / LMD onboard equipment, with the optimized functions of TAX equipment allocated to vehicle control equipment), locomotive signal onboard system, locomotive number recognition system, automatic phase-crossing device, wireless shunting light display equipment / wireless shunting locomotive signal monitoring equipment (STP), locomotive radio / locomotive integrated communication equipment CIR, etc. Peripheral equipment can be arranged according to area control, such as driver's cab equipment, machine room equipment, etc. Some functions of the train control onboard control center domain meet the SIL4 safety integrity level requirements, and can adopt the isolation method of safety functions and non-safety functions within the domain controller to ensure the safety and reliability of the equipment.

[0020] Because locomotive onboard equipment has different safety integrity level requirements, functions of the same safety integrity level can be used for cross-domain integration, such as integrating the CCU (generally requiring SIL2 level) and the existing train control onboard system ATO (generally requiring SIL2); or by implementing the separation and isolation of applications and related resources of different safety levels within the central processing unit / central domain processing unit, such as integrating the BCU (with higher safety integrity level requirements) function into the CCU, thereby completing the cross-domain integration of different safety levels.

[0021] Regional integration can integrate the electronic and electrical control functions of a region into the regional controller according to the layout of the vehicle's electronic and electrical equipment. This reduces the number of controllers, significantly reduces wiring harness length, allows for the sharing of terminal equipment, improves system expansion flexibility, and supports convenient access to the system for subsequent intelligent devices, as well as multi-energy (power drive source) coordinated control and whole-vehicle collaborative control.

[0022] In both centralized electronic and electrical architecture and domain-centralized approach, the electronic and electrical architecture of the vehicle control center domain adopts a domain controller. Through the centralization of the electronic and electrical architecture and the fusion control of the domain, the application and the underlying hardware are separated, supporting software-defined functions, remote software upgrades, rapid iteration of application software, cloud control operations, and convenient access for subsequent expansion functions such as intelligent devices.

[0023] Domain controller software contains both security and non-security functions within a single system. Software with different security levels exhibits the following interrelationships: shared memory, shared peripherals, shared processors, data interaction between software, and software crashes due to component failures (such as stack overflows, pointer out-of-bounds errors, and division-by-zero exceptions). If the independence between software with different security levels cannot be guaranteed, all components are handled according to the highest integrity level. Software independence includes spatial and temporal independence. Spatial independence can be achieved through hardware protection of software data at different security levels, hardware and operating systems having software memory protection capabilities, and ensuring that data from high-security-level software is not illegally modified by low-security-level software. Temporal independence can be achieved through deterministic allocation of time to different software, deterministic priority allocation of different software by the operating system, time-slicing by the operating system to ensure timely task execution, and monitoring software execution timeouts to prevent dangerous outputs. Additionally, it can be achieved through real-time checks of data validity by the software data receiver, hardware encoding techniques to check the correctness of output data, and redundant channels to verify the correctness of software data.

[0024] Maintenance monitoring can be separated into a single domain through a gateway, distinct from the vehicle control domain (executing different security layers, with firewalls, intrusion detection, and other measures used to ensure security between the two), thereby enabling vehicle-cloud collaboration for maintenance monitoring services and improving monitoring and maintenance efficiency.

[0025] The active safety center domain includes monitoring the status of drivers and passengers, monitoring the surrounding environment before and after the vehicle, actively identifying dangerous situations and issuing prompts to vehicle control equipment or train control equipment, which then controls the train to enter a safe state.

[0026] By separating hardware and software and centralizing equipment control, the shared computing power is maximized, and terminal devices can also be shared in different applications. Through the improvement of the computing power of the domain controller and the adoption of a heterogeneous structure, the on-board domain controller is able to monitor the interior of the locomotive and the surrounding environment in a timely manner. By interacting with ground monitoring equipment (track, trackside equipment, track environment monitoring) to form comprehensive intelligent monitoring, vehicle-road collaboration is realized, and smart rail transit is achieved.

[0027] The power architecture of locomotives and passenger cars has been simplified by the application of domain controllers. Previously, each functional processing unit required power supply. Now, the integration of functional processing units reduces the number of power supply devices, further reducing costs and electromagnetic interference.

[0028] The information service center of passenger vehicles can realize a service-oriented architecture (SOA) through centralized functions and cloud interconnection, platformization and generalization of underlying software and hardware, and decoupling of application software from the underlying layer.

[0029] The beneficial effects of this invention are as follows: This invention belongs to the field of rail transit. It forms an electronic and electrical architecture with centralized domain control through modularization and integration of distributed functions, or forms an electronic and electrical architecture consisting of a central processing unit and a regional controller by integrating functional controllers within the region into the regional controller and further cross-domain integration. The new architecture has flexible scalability and high computing power, supports more complex cross-domain integration algorithms, facilitates the access of intelligent automatic driving functions, multi-energy (power source) collaborative control such as new energy locomotives, and the expansion of multiple-unit control, realizes collaborative control between vehicle functions, simplifies electronic and electronic equipment and reduces wiring, reduces costs, can realize the separation of hardware and software, and can further realize a cloud-oriented management and control platform. The cloud platform can serve as a supplement to the locomotive central computing platform, integrating ground data to complete some calculations, monitoring and maintenance processing with low real-time requirements, and cloud control. The application of the new architecture to rail locomotives and conventional trains is conducive to the intelligentization and informatization of railways, while reducing costs. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the domain-centralized electronic and electrical architecture system of a locomotive. Figure 2 This is a schematic diagram of the electronic and electrical architecture system of a locomotive, consisting of a central processing unit and area controllers. Figure 3 This is a schematic diagram of the electronic and electrical architecture system for the domain controller of a conventional passenger bus. Figure 4 This diagram illustrates the development trend of electronic and electrical architecture for rail transit locomotives and vehicles. Figure 5 This diagram illustrates the evolution of electronic systems from distributed electrical architectures to domain-centralized architectures. Figure 6This diagram illustrates the application of a multi-core heterogeneous SOC architecture to a domain controller. Figure 7 A schematic diagram of a software architecture designed for a hybrid of security software and non-security software for a domain controller.

[0031] In the diagram: 1—Vehicle Control Center Domain, 2—Train Control Center Domain, 3—Active Safety Center Domain, 4—Train-level Communication Network, 5—Vehicle-level Communication Network, 6—Central Processing Domain, 7—Train Main Control Domain for Passenger Cars, 8—Car Host Unit for Passenger Cars. Detailed Implementation

[0032] The present invention will be further described below with reference to specific embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of the invention. All other embodiments obtained by those skilled in the art based on the embodiments provided herein without inventive effort are within the scope of protection of this application.

[0033] This invention proposes an electronic and electrical architecture for locomotives or conventional passenger vehicles that achieves centralized domain control through centralized functions and the integration of different functions. Alternatively, it proposes a cross-domain integration architecture consisting of a central processing unit and regional controllers, forming an electronic and electrical architecture centered on the domain controller. This reduces the number of ECUs, degrades the data processing functions of some original ECUs to only perform execution and data acquisition actions, and allows terminal data acquisition and execution mechanisms to be shared across different applications. Data that previously had to be transmitted over the network can now be exchanged within the domain controller, reducing network load and shortening the operating cycle. The new architecture is flexible and scalable, supporting easy access to future intelligent devices, enabling vehicle-wide collaborative control, extended multiple-connection control, and cloud-based operation. It also simplifies the types of electronic devices and hardware / software platforms, reducing costs.

[0034] The evolution trend of electronic architecture in rail locomotives and vehicles is as follows: Figure 4 As shown.

[0035] Locomotive onboard electronic and electrical equipment integrates similar functions to form a domain-centralized control electronic and electrical architecture, such as... Figure 1As shown, through functional centralization and fusion, a few central domain structures can be formed, such as Vehicle Control Center Domain 1, Train Control Center Domain 2, and Active Safety Center Domain 3. The Vehicle Control Center Domain forms an architecture of domain controller + execution and acquisition unit / area control through functional integration and fusion. It can adopt a two-level network: Train Network 4 for wired centralized reconnection, wireless centralized reconnection, or wireless distributed reconnection between the locomotive and the engine room; and Vehicle Network 5 for data interaction between the Vehicle Control Center Domain and various functional domains or location domains. High-speed real-time networks such as Ethernet can be used. Each functional domain or location domain can use existing networks and IO methods to interact with execution units and acquisition units. Considering safety and reliability, the on-board train control center domain 2 can independently constitute a domain control system. Since the on-board train control system has relatively few devices, the existing structure can be used, or the devices can be further simplified through functional integration and fusion. Active Safety Center Domain 3 adopts a high-computing-power domain controller to meet the needs of video monitoring of the driver and cab, monitoring of the engine room environment and the vehicle's surrounding environment. Since it is a new system and the equipment is relatively centralized, it can be used independently as a domain control system.

[0036] Vehicle Control Center Domain 1 can integrate existing CCU, vehicle status monitoring (including 6A system), traction electric braking, air braking, multiple-unit control, high-voltage main circuit control, locomotive logic control, automatic phase crossing, energy storage and charging management, train network and other control functions, as well as CMD equipment for communication with ground equipment. Various functional terminal equipment (such as actuators, acquisition units, display units, etc.) can be integrated into a few functional domains or integrated across domains into a regional controller.

[0037] The vehicle-mounted train control center domain 2 can adopt a simplified architecture that integrates functions, cross-domain integration, and regional integration. For example, the existing conventional speed vehicle-mounted train operation control system can adopt an electrical architecture of central processing unit + front and rear driver's cab area controllers. The central processing unit can integrate LKJ host, locomotive signal host, locomotive number recognition on-board equipment, TAX box equipment (some locomotive status monitoring equipment can be integrated into the vehicle control center domain), LAIS on-board host, STP and wireless shunting light display equipment, CIR on-board host, etc. It also integrates signal acquisition and execution units in the engine room. The driver's cab area controller integrates DMI, alert, light display equipment, dual-needle meter, voice recording and other functions. Each domain is connected through a high-speed real-time communication network.

[0038] The electronic and electrical architecture of conventional passenger cars can be modularized, functionally centralized, and integrated across domains, forming a multi-center centralized electronic and electrical architecture with several central domain processing units (such as the passenger car operation control center domain and information service center domain) + peripheral execution and acquisition units (such as functional domains / regional control domains). Under the domain-centralized approach, depending on the allocation of vehicles in the train formation, one vehicle's electrical equipment also needs to be equipped with a train-level host and wireless transmission device. For versatility, the train-level host and wireless transmission device can be integrated as the train's main control domain 7. The vehicle's own equipment can be integrated into the passenger car operation control center domain and passenger information service center domain, etc. The passenger car operation control center domain can integrate functions such as gateway, braking control and monitoring, anti-skid control and anti-skid device status monitoring, bogie status monitoring at both ends, battery management, power supply and charger management, and display. The passenger information service center domain can integrate service function control such as air conditioning, ventilation, heating, lighting, and broadcasting systems, which is conducive to the subsequent expansion of functional services, such as air brake electronic control upgrades, passenger information service upgrades and additions, etc.

[0039] The locomotive's onboard electronic and electrical equipment, through further cross-domain integration, forms a centralized electronic and electrical architecture consisting of a central processing unit and regional controllers, such as... Figure 2 As shown, through cross-domain integration, the active safety center domain can be further integrated into the vehicle control center domain or the train control on-board control center domain; the central control unit 6 can integrate the vehicle control center domain, active safety center domain, train control on-board control center domain, etc., and the original vehicle distributed control functions can be integrated into the central processing unit or integrated into the area controller nearby. Execution and data collection can be integrated nearby or connected to the area controller, supporting cloud control operations for monitoring and maintenance functions.

[0040] The electrical architecture of conventional passenger buses can be further integrated across domains, such as the vehicle control center domain and the information service center domain. Figure 3 As shown, the centralized architecture of the central control unit + regional controller realizes vehicle control and information services. The central control unit, namely the main unit 8 of the passenger car, can be integrated with the main control domain of the passenger car and can further realize vehicle cloud computing.

[0041] The centralized electronic and electrical architecture communication network can be composed of two levels: a train network and a vehicle network. The train network for locomotive multiple-unit control can use wired networks such as WTB and ETB to achieve centralized multiple-unit and grouping, or it can use wireless communication networks to achieve centralized and distributed multiple-unit. For centralized multiple-unit, wireless communication can use short-range wireless communication technology, while for distributed multiple-unit, it can use mobile communication technology, low-orbit satellite mobile communication technology, spread spectrum mid-to-far field communication technology such as LORA, microwave communication technology, etc. The on-board domain controller provides vehicle-to-ground communication, vehicle-to-vehicle communication, and communication with the tail-end equipment through gateways. The central processing domain 6 and each area controller can use high-speed real-time communication networks such as Ethernet, while the area controller and the execution acquisition unit can use the existing communication methods.

[0042] The passenger vehicle network can be composed of a two-level network: a train network and a vehicle network.

[0043] The existing electrical architecture of locomotives results in many redundant functions of onboard equipment. By centralizing these functions, similar and redundant functions can be integrated. For example, the locomotive's CCU + train network can realize the 6A system function by simply adding sensing and execution units. Similarly, the locomotive's CCU + train network can realize the CMD host function by simply adding wireless communication equipment and gateways. Furthermore, the existing onboard train control system can obtain phase separation warning execution prompts through transponder queries or obtain the electrical phase separation position through line data + train positioning to provide phase separation warning execution prompts, which can simplify the phase separation device of the locomotive.

[0044] The safety integrity level requirements of existing locomotive onboard equipment are different. Functions of the same safety integrity level can be integrated across domains, such as integrating the CCU (generally requiring SIL2 level) and the ATO (generally requiring SIL2) of the existing train control onboard system; or by mixing functions of different safety integrity levels within the central processing unit / central domain processing unit, and by separating and isolating applications and related resources, or by processing all functions according to the highest safety level, such as integrating BCU (with higher safety integrity level requirements) functions into the CCU, thereby completing the cross-domain integration of different safety levels.

[0045] The train control onboard control center domain can integrate onboard equipment of the train operation control system, such as ATP or LKJ (including LAIS onboard system / LMD onboard equipment, with the optimized functions of TAX equipment allocated to the vehicle control domain system), locomotive signal onboard system, locomotive number recognition system, automatic phase-crossing device, wireless shunting light display equipment / wireless shunting locomotive signal monitoring equipment (STP), locomotive radio / locomotive integrated communication equipment CIR, etc. Peripheral equipment can be arranged according to area control, such as driver's cab equipment, machine room equipment, etc. The functions of the train control onboard control center domain have different security integrity level requirements. Different security level functions within the domain controller can be isolated or uniformly processed according to the highest security integrity level to ensure equipment safety and reliability. The train control onboard control center domain can adopt cloud computing technology to realize cloud-based mapping of the train control system and centralized, intelligent, and efficient ground control of train operation.

[0046] Maintenance monitoring can be configured as a separate domain control through a gateway, separate from the vehicle control domain (executing different security layers, with firewalls, intrusion detection, and other measures used to ensure security between the two). The onboard domain controller is capable of timely monitoring and alerting to any abnormalities in the locomotive's interior, surrounding environment, and driver status. Onboard monitoring and maintenance can be cloud-based, forming a comprehensive monitoring system with ground track, along-line equipment, and environmental monitoring systems. This enables vehicle-ground collaboration in maintenance monitoring services, improves monitoring and maintenance efficiency, and realizes intelligent rail transit.

[0047] The active safety center domain includes monitoring of the status of drivers and passengers, monitoring of the driver's cab, engine room, and the surrounding environment before and after the vehicle. It actively identifies dangerous situations and sends alerts to the vehicle control equipment or train control onboard equipment, which then controls the train to enter a safe state.

[0048] Regional integration can be based on the layout of the vehicle's electronic and electrical equipment, dividing the electronic and electrical control functions of a region into the regional controller or into the central domain controller. This reduces the number of controllers, significantly reduces wiring harness length, allows for the sharing of terminal equipment, and supports convenient access to the system for subsequent intelligent devices, as well as multi-energy (power drive source) coordinated control and whole-vehicle collaborative control. Through centralized functional integration and cross-domain integration, shared computing power is maximized, and terminal equipment can also be shared in different applications.

[0049] The power architecture of locomotives and passenger cars has been simplified by the application of domain controllers. Previously, each functional processing unit required power supply. Now, the integration of functional processing units reduces the number of power supply devices, further reducing costs and electromagnetic interference.

[0050] Domain controllers can connect vehicles or onboard equipment, customers and services through a digital cloud platform to achieve cloud-based control. They can further realize onboard cloud computing processing functions. Cloud computing processing can supplement the onboard central computing platform and integrate ground data to complete some high-computing-power calculations with low real-time requirements, OTA upgrades, cloud-based monitoring and maintenance and other functions and services. The information service center domain of buses can realize a service-oriented architecture (SOA) through centralized functions and cloud interconnection, platformization and generalization of underlying software and hardware, and decoupling of application software from the underlying layer.

[0051] The main control chip in the domain controller will adopt a multi-core heterogeneous SoC architecture of 'MCU+xPU'. 'xPU' includes one or a combination of GPU / FPGA / ASIC, employing a higher-performance processor to provide real-time control and high-performance computing capabilities. High-speed communication between cores enables complex scene algorithm processing and improves computing power, meeting the computing power requirements after functional integration and domain fusion. It also supports the increased demand for complex algorithms and parallel computing in future intelligent devices, such as visual image processing, thus supporting the hardware acceleration needs of various scenarios. It provides numerous interfaces to support ECUs, sensors, and actuators with different interfaces, offering expandability. (See reference...) Figure 6 As shown.

[0052] Domain controllers can achieve separation of applications and underlying hardware through hardware decoupling, hardware pre-configuration, and layered software design. Application software development tends towards generalization and platformization, with rapid iteration to quickly respond to customer needs. Software model-based development supports graphical programming of security-certified standard software such as SCADA, offering strong software reusability. It supports software-defined functions, remote software upgrades, rapid application software iteration, and cloud-based control. Subsequent expansion functions, such as the integration of intelligent devices, are easily accessible. (Refer to...) Figure 5 As shown.

[0053] Domain controllers can support hybrid security level systems and can adopt multi-core systems. Different security level functions run on different kernels, while ensuring a high degree of separation and isolation between different kernels and related resources, that is, the separation and isolation of security and non-security related resources, realizing multiple applications on a single architecture, and enabling cross-functional integration of functions with different security levels.

[0054] Domain controllers with different security integrity levels operate on the same kernel. Software at different security levels exhibits the following interrelationships: shared memory, shared peripherals, shared processors, data exchange between software programs, and software crashes due to component failures (such as stack overflows, pointer out-of-bounds errors, division by zero exceptions, etc.). (Refer to...) Figure 7 The following methods can be used: If the independence between software of different security levels cannot be guaranteed, all components shall be handled according to the highest integrity level; Hardware virtualization technology can be used to enable the flexibility of carrying heterogeneous operating systems on the same hardware platform, while achieving good high reliability and fault control mechanisms to ensure secure isolation between mission-critical, hard real-time applications and general-purpose, untrusted applications. It realizes the integration and sharing of computing power of vehicle computing units, that is, to achieve the partitioning and isolation of hardware resources, so that the software and hardware corresponding to each function are isolated from each other. This allows functions with high real-time performance, high reliability and strong security to run on the real-time operating system, while non-real-time and non-security functions run on other operating systems, supporting mixed security level systems. Software independence technologies can be used to achieve spatial and temporal independence of components. Spatial independence can be achieved by using hardware to protect software data at different levels, and by having hardware and operating systems with software memory protection functions such as memory partitioning, ensuring that data of high-security software is not illegally modified by low-security software. Temporal independence can be achieved by ensuring that the time allocated to different software is deterministic, by using the operating system to allocate deterministic priorities to different software through multiple processes, by using the operating system to work in a time-slice manner to ensure that tasks can be executed on time, and by monitoring software execution timeouts to terminate execution and prevent dangerous output. At the same time, software data receivers can perform real-time checks on data validity, use hardware encoding technology to check the correctness of output data, and use redundant channels to verify the correctness of software data.

[0055] High-speed communication technologies such as Ethernet are used between domain controllers to meet the real-time transmission requirements of large data volumes after functional integration and domain fusion. A network offloading engine for network protocol conversion and processing can be implemented in hardware to complete the protocol conversion between different buses and the processing of network packets for cross-domain communication, thereby reducing reliance on CPU computing power and ensuring the real-time performance of control and processing.

[0056] The trains, including high-speed trains and urban rail vehicles, adopt an electronic and electrical architecture of central processing unit + regional controller.

[0057] The electronic and electrical architecture of each car of high-speed trains and urban rail trains can adopt a central control unit + regional controller electronic and electrical architecture, and the software and communication can refer to the above method.

[0058] The beneficial effects of this invention are as follows: It proposes an electronic and electrical architecture for centralized domain control in locomotives or conventional passenger vehicles by centralizing functions and integrating different functions, or further integrates across domains to build an electronic and electrical architecture of central processing unit + regional controller, forming an electronic and electrical architecture with the domain controller as the core, reducing the number of ECUs, and downgrading the data processing functions of some original ECUs to only perform execution and acquisition actions. Terminal acquisition and execution mechanisms can be shared in different applications. Data that originally had to be transmitted over the network can be interacted within the domain controller, resulting in a reduction in network load and a shorter operating cycle. The new architecture has flexible scalability, supports easy access to future intelligent devices, realizes the expansion of vehicle collaborative control, multiple-connection control, and cloud control, simplifies the types of electronic devices and software and hardware platforms, and reduces costs.

[0059] The above embodiments are for illustrative purposes only and are not intended to limit the invention. Those skilled in the art can make various changes or modifications without departing from the spirit and scope of the invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the invention, which should be defined by the claims.

Claims

1. Upgrading methods for the software and hardware architecture of locomotives and passenger cars, characterized by: The electronic and electrical architecture can be achieved through functional modularization, integration, and fusion to realize centralized domain control, or further cross-domain fusion to build an electronic and electrical architecture of central processing unit + regional controller. Regional fusion can divide the electronic and electrical control functions of each region into the regional controller or the central domain controller according to the layout of electronic equipment, forming a domain controller as the core architecture. Some original ECUs are downgraded to only perform execution and data acquisition. Data that originally had to be transmitted through the network can be interacted within the domain controller. It supports convenient access and coordinated management and control of intelligent devices and multiple power drive sources, realizes vehicle collaborative control and cloud control, maximizes the computing power of shared processing units, and allows terminal devices to be shared in different applications. It can simplify the power architecture and simplify the types of electronic equipment and software and hardware platforms.

2. The locomotive and passenger car hardware and software architecture upgrade and technical method according to claim 1, characterized in that: Electronic devices can form an architecture of domain controller + execution acquisition unit / regional control through functional integration, cross-domain fusion, and regional fusion, which can form a few central domains such as vehicle control center domain 1, train control center domain 2, and active safety center domain 3; Vehicle Control Center Domain 1 can integrate existing CCU, vehicle status monitoring including 6A system, traction electric braking, internal combustion engine control, air braking, multiple-unit control, high-voltage main circuit control, locomotive logic control, automatic phase crossing, energy storage and charging management, train network and other control functions, as well as CMD equipment for communication with ground equipment. Various functional terminal equipment, including actuators, acquisition units, display units, etc., can be integrated into a few functional domains or integrated across domains into a regional controller. The onboard train control center domain 2 can independently form a domain control system. It can adopt a simplified architecture of centralized functions, cross-domain integration, and regional integration. The existing onboard train operation control system can adopt an electrical architecture of central processing unit + front and rear driver's cab area controllers. The central processing unit can integrate LKJ host, locomotive signal onboard system, locomotive number recognition onboard equipment, TAX box equipment, automatic phase crossing device, LAIS onboard host, STP and wireless shunting light display equipment, CIR onboard host, etc. It also integrates signal acquisition and execution units in the machine room. The driver's cab area controllers at both ends integrate DMI, alert, light display equipment, dual needle meter, voice recording and other functions and equipment. Active Safety Center Domain 3 uses a high-performance domain controller that can function independently as a domain control system. This includes monitoring the status of drivers and passengers, monitoring the driver's cab, engine room, and the surrounding environment before and after the vehicle. It actively identifies dangerous conditions and sends alerts to vehicle control equipment or onboard train control equipment. The vehicle control center domain or onboard train control center domain then controls the train to enter a safe state.

3. The method for upgrading the software and hardware architecture of locomotives and passenger cars according to claim 1, characterized in that: The electronic and electrical architecture of conventional passenger vehicles can be integrated through functional integration, cross-domain integration, and regional integration to form a domain-centralized electronic and electrical architecture consisting of central domain processing units such as the passenger vehicle operation control center domain and the passenger information service center domain, plus peripheral execution and acquisition units. The bus operation control center can integrate functions such as gateway, braking control and monitoring, anti-skid control and anti-skid device status monitoring, bogie status monitoring at both ends, battery management, power supply and charger management, and display. The passenger information service center can integrate the control of service functions such as air conditioning, ventilation, heating, lighting, and broadcasting and television systems, which is conducive to the subsequent expansion of functional services such as air brake and electronic control upgrades, passenger information service upgrades and additions, etc. In a passenger car train formation, each car needs to be equipped with a train-level main unit and a wireless transmission device. The train-level main unit and wireless transmission device can be integrated as the main control domain of the passenger car train.

4. Upgrading methods and techniques for the hardware and software architecture of locomotives, passenger cars, and trains, characterized by: The locomotive's onboard electronic and electrical equipment is further integrated across domains to form a centralized electronic and electrical architecture of central processing unit + regional controller. Through cross-domain integration, the active safety center domain can be further integrated into the vehicle control center domain or the train control onboard control center domain. Furthermore, the central control unit 6 can integrate the vehicle control center domain, active safety center domain, train control onboard control center domain, etc. The original vehicle distributed control functions are integrated into the central processing unit or integrated into the regional controller nearby. Execution and data collection are integrated or connected to the regional controller nearby. The electrical architecture of conventional passenger cars can be further integrated across domains to realize a centralized architecture of central control unit + regional controller for vehicle control and information services. The central control unit, namely the main unit 8 of the passenger car, can be integrated with the train main control domain of the passenger car according to the formation settings, and can further realize vehicle cloud computing. The electronic and electrical architecture of each car of high-speed trains and urban rail trains can adopt a central control unit + regional controller electronic and electrical architecture, and the software and communication can refer to the above method.

5. The method for upgrading the software and hardware architecture of locomotives and passenger cars according to claim 1, characterized in that: The locomotive's central centralized electronic and electrical architecture communication network and the locomotive's vehicle control center domain can be composed of two levels: train network and vehicle network. The train network can use wired networks such as WTB and ETB to achieve centralized multiple-connection, or it can use wireless communication networks to achieve centralized and distributed multiple-connection. For centralized multiple-connection, short-range wireless communication technology can be used, and for distributed multiple-connection, mid- and long-range wireless communication technology can be used. The passenger vehicle network can be composed of a two-level network: a train network and a vehicle network. The vehicle-mounted domain controller provides vehicle-to-ground communication, vehicle-to-vehicle communication, and communication with the end-of-train equipment through a gateway; High-speed real-time communication networks such as Ethernet can be used between domain controllers and between domain controllers and area controllers. Existing communication methods can be used between domain controllers, area controllers and execution acquisition units. Domain controllers can use hardware to implement a network offloading engine for network protocol conversion and processing, complete the protocol conversion between different buses, and process network packets for cross-domain communication, so as to reduce reliance on CPU computing power and ensure the real-time performance of control and processing.

6. The method for upgrading the software and hardware architecture of locomotives and passenger cars according to claim 1, characterized in that: The existing electrical architecture contains redundant functions and equipment. By taking centralized measures to integrate the redundant and similar functions, the 6A system functions can be realized by using the locomotive's CCU and the train network. The existing electrical architecture has duplicate functions and equipment in different domains. By optimizing and simplifying the system through cross-domain integration, the on-board train control system can obtain the phase-crossing warning execution prompt through transponder query, or obtain the electrical phase-crossing position through line data + train positioning to execute the phase-crossing warning execution prompt, thus simplifying the phase-crossing device of the locomotive. The safety integrity level requirements of existing on-board equipment are different. Functions with the same safety integrity level can be integrated, such as the CCU and the ATO of the existing train control on-board system; or by mixing functions with different safety integrity levels within the central processing unit / central domain processing unit, it is possible to achieve, for example, the integration of BCU functions with higher safety integrity level requirements into the CCU.

7. Upgrading methods for the software and hardware architecture of locomotives and passenger cars, characterized by: Domain controllers can connect vehicles or onboard equipment, customers, and services through a cloud platform to achieve cloud-based control and management. They can further enable onboard cloud computing processing functions. Cloud computing can supplement the onboard central computing platform, integrate ground data to complete some high-computing-power calculations with low real-time requirements, OTA upgrades, cloud-based monitoring and maintenance, and other functions and services. The information service center domain of buses can realize a service-oriented architecture (SOA) through centralized functions and cloud interconnection. Maintenance monitoring can be separated from the vehicle control domain by forming a domain control system through a gateway. The on-board domain controller has the ability to monitor and alert the locomotive interior and surrounding environment and driver status anomalies in a timely manner. On-board monitoring and maintenance are cloud-based operations, which can form a comprehensive monitoring system with ground track, along-line equipment and environmental monitoring systems, realize vehicle-ground collaboration of maintenance monitoring functions, improve monitoring and maintenance efficiency, and realize smart rail transit. The train control vehicle control center can adopt cloud computing technology to realize cloud-based mapping of the train control system and centralized, intelligent, and efficient ground-based control of train operation.

8. The method for upgrading the software and hardware architecture of locomotives and passenger cars according to claim 1, characterized in that: Domain controllers can achieve separation of applications from underlying hardware through hardware decoupling, hardware pre-configuration, and layered software design. Application software development tends to be more general and platform-based, with rapid iteration to quickly respond to customer needs. Software modeling development supports graphical programming, and the software has strong reusability. It supports software-defined functions, remote software upgrades, rapid application software iteration, cloud control operations, and convenient access for subsequent expansion functions such as intelligent devices.

9. The method for upgrading the software and hardware architecture of locomotives and passenger cars according to claim 1, characterized in that: The main control chip in the domain controller can adopt a multi-core heterogeneous SoC architecture of 'MCU+xPU'. 'xPU' includes one or a combination of GPU / FPGA / ASIC, etc. Using a higher performance processor, it can provide real-time control and high-performance computing capabilities. The cores have high-speed data interaction capabilities to realize complex scene algorithm processing and improve computing power, meet the computing power requirements after functional integration and domain fusion, and support the increased demand for complex algorithms and parallel computing such as visual images required by future intelligent devices, thereby supporting the hardware acceleration needs of various scenarios. It can provide more interfaces to support ECUs, sensors and actuators with different interfaces, provide expansion capabilities, and platformize and generalize the underlying software and hardware, realizing the decoupling of application software and underlying layer.

10. The locomotive and passenger car hardware and software architecture and technical method according to claim 1, characterized in that: Domain controllers can support hybrid security level systems and utilize multi-core systems, with different security level functions running on different kernels, while ensuring a high degree of separation and isolation between different kernels and related resources, enabling cross-functional integration of different security level functions; different security integrity level functions of a domain controller can run on the same kernel, which can be achieved using the following methods: If the independence between software of different security levels cannot be guaranteed, all components shall be handled according to the highest integrity level; Hardware virtualization technology can be used to run heterogeneous operating systems on the same hardware platform, that is, to partition and isolate hardware resources, so that the software and hardware corresponding to each function are isolated from each other. This allows functions with high real-time performance, high reliability and strong security to run on a real-time operating system, while non-real-time and non-security functions run on other operating systems, supporting mixed security level systems. Software independence technology can be used to achieve spatial and temporal independence of components. Spatial independence can be achieved by using hardware to protect software data at different levels, ensuring that hardware and operating systems have software memory protection functions, and preventing data of high-security software from being illegally modified by low-security software. Temporal independence can be achieved by ensuring that the time allocated to different software is deterministic, that the priority allocated to different software by the operating system is deterministic, that the operating system uses time-slicing to ensure that tasks are executed on time, and that monitoring software execution timeouts terminate execution to prevent dangerous output. At the same time, software data receivers can perform real-time checks on data validity, hardware encoding technology can be used to check the correctness of output data, and redundant channels can be used to verify the correctness of software data.

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