Train on-board controller and control system

Abstract

The application discloses a train vehicle-mounted controller and a control system, and relates to the technical field of track traffic equipment, which comprises the following steps: a vehicle-mounted host unit performs hierarchical progressive arbitration on multiple concurrent braking instructions, selects the braking instruction with the highest priority by selecting the source priority first and then selecting the same priority instruction according to the emergency level, and outputs the braking instruction with the highest priority; a speed and distance measuring unit performs double-source speed voting on the rotation speed pulse and the radar Doppler frequency shift; the vehicle-mounted host unit also performs sliding window cumulative monitoring on the braking curve margin consumption rate, and triggers the deceleration intervention in advance before the margin is exhausted. The system also comprises a trackside control device and a braking execution system. Through hierarchical progressive arbitration, double-source speed voting and braking margin cumulative monitoring, the application solves the problems of insufficient speed measurement reliability, braking intervention lag, low-priority instruction covering high-priority instruction and the like, and improves the train operation safety and control accuracy.

Description

Technical Field

[0001] This invention relates to the field of rail transit equipment technology, specifically to a train onboard controller and control system. Background Technology

[0002] Rail transit equipment encompasses track construction, locomotive and rolling stock manufacturing, signaling and control equipment, traction power supply, and operation and maintenance. Among these, the train operation control system bears the core function of monitoring and constraining train speed, headway, and operational safety. The train onboard controller and control system, as its core onboard equipment, consists of a speed and distance measurement unit, an onboard host unit, a wireless communication unit, an input / output unit, and a human-machine interface unit. The speed and distance measurement unit calculates train speed and travel distance based on wheel speed pulses and radar Doppler frequency shift. The onboard host unit compares the speed with track speed limit data and braking curves and generates braking commands. The wireless communication unit exchanges position reports and movement authorization information with trackside equipment.

[0003] However, existing train onboard controllers and control systems have the following prominent problems:

[0004] (1) Insufficient reliability of speed measurement data. When the wheel slips, the speed pulse measurement is distorted. The existing technology lacks effective reliability voting and classification of dual-source speed measurement results, and the speed measurement error is directly transmitted to the braking decision. (2) Insufficient monitoring of braking decision margin. The existing speed monitoring only makes overspeed judgment based on the instantaneous difference between the measured speed and the braking curve. It lacks cumulative monitoring of the braking margin consumption rate and cannot intervene in advance before the margin is eroded, resulting in delayed braking intervention. (3) Braking curve selection is out of sync with operating conditions. Braking curves are mostly preset according to fixed adhesion conditions and rated braking capacity. They are not dynamically adjusted according to the wheel-rail adhesion state and the actual available braking force of the braking system. When the adhesion is low or the braking capacity decreases, the speed monitoring constraint is inaccurate. (4) Lack of priority arbitration for multiple braking commands. When multiple commands such as automatic braking, emergency braking, and manual braking are issued concurrently, there is no unified arbitration. Low priority commands may cover high priority commands, endangering driving safety. (5) Lack of vehicle-to-ground information reliability and timing verification. Location reports do not carry confidence information, and mobile authorization information lacks time-series verification with location report timestamps. Authorizations generated based on expired locations may be adopted prematurely. Summary of the Invention

[0005] This invention aims to provide a train onboard controller and control system. By implementing hierarchical and progressive arbitration based on source priority and urgency level for multiple braking commands, performing reliability voting based on the rate of change of dual-source speed measurement results, and implementing sliding window cumulative monitoring of the braking curve margin consumption rate, this invention solves the problems affecting train operation safety, such as insufficient reliability of speed measurement data, delayed intervention in braking decisions, and low-priority braking commands covering high-priority commands, in existing train onboard controllers.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] A train onboard controller includes an onboard input / output unit and an onboard host unit, wherein the onboard input / output unit is connected to the onboard host unit;

[0008] The vehicle input / output unit is configured to receive multiple concurrent braking commands and obtain the corresponding command source identifier and urgency level for each braking command. The command source identifier includes emergency braking source, speed monitoring automatic braking source, and manual braking source. The preset source priority of the emergency braking source is higher than that of the speed monitoring automatic braking source, and the preset source priority of the speed monitoring automatic braking source is higher than that of the manual braking source. The urgency level is a quantitative classification of the urgency level within the source corresponding to the command source identifier.

[0009] The on-board host unit is configured to execute a hierarchical arbitration logic: when multiple concurrent braking commands are received, a first-level arbitration is performed based on the preset source priority corresponding to the command source identifier of each braking command, and the braking command with the highest preset source priority is selected from the multiple concurrent braking commands; when at least two braking commands with the same preset source priority are concurrently received, a second-level arbitration is performed based on the urgency level, and the braking command with the highest urgency level is selected, and the selected braking command is output to the braking execution system for execution.

[0010] Preferably, it also includes a speed and distance measurement unit, which is connected to the vehicle-mounted host unit. The speed and distance measurement unit is equipped with a dual-source speed voting module. The dual-source speed voting module calculates the absolute value of the difference between the rotational speed pulse conversion speed and the radar Doppler frequency shift conversion speed, compares the difference with a deviation threshold set according to the current wheel-rail adhesion state, and if the difference is lower than the threshold, takes the arithmetic mean of the two speeds as the voting speed. If the difference exceeds the threshold, compares the rate of change of the two speeds relative to the speed of the previous sampling period, and determines the one with the smaller rate of change as the reliable source and uses that speed as the voting speed, and outputs the voting speed to the vehicle-mounted host unit.

[0011] Preferably, the vehicle-mounted host unit is further configured to perform two-dimensional refined anomaly detection of speed measurement channel anomalies based on speed measurement residuals: calculating the residual amplitude between radar speed value and pulse speed value, comparing the residual amplitude with multiple preset amplitude classification thresholds to determine the residual level, simultaneously timing the duration of continuous residual exceeding the limit, and inputting the residual level and the duration into a preset anomaly detection matrix. When the residual level is high and the duration is shorter than the first time threshold, it is determined to be an instantaneous impact interference and data filtering is triggered. When the residual level is low but the duration is longer than the second time threshold, it is determined to be a slow channel drift fault and an early warning is triggered. When the residual level is high and the duration is longer than the third time threshold, it is determined to be a serious channel fault and channel isolation degradation is triggered.

[0012] Preferably, the speed and distance measuring unit is further provided with a multi-wheel pair difference identification module. The multi-wheel pair difference identification module accumulates the mileage of each wheel pair according to the speed pulse of each wheel pair to obtain the independent accumulated mileage of each wheel pair. It calculates the mileage deviation between each independent accumulated mileage and the average accumulated mileage of the whole vehicle. When the mileage deviation of the target wheel pair exceeds the preset tolerance threshold, it is determined that the target wheel pair has individual wear abnormality. Based on the mapping relationship between the mileage deviation and the preset pulse equivalent, the wheel diameter correction value of the target wheel pair is calculated, and the wheel diameter correction value is only applied to the independent pulse equivalent conversion of the target wheel pair.

[0013] Preferably, the on-board host unit is further configured to cumulatively monitor the braking curve margin consumption rate during the speed monitoring process: calculate the instantaneous margin between the current measured speed of the train and the currently selected braking curve according to a preset sampling period, subtract the instantaneous margins of adjacent samples to obtain the instantaneous margin consumption rate, accumulate the instantaneous margin consumption rate within a preset sliding window to obtain the cumulative margin consumption amount within the sliding window, and when the cumulative margin consumption amount exceeds the preset margin consumption threshold, trigger a deceleration intervention command in advance even if the current instantaneous margin is within the safety margin range, and input the deceleration intervention command as the braking command source of the speed monitoring automatic braking to the on-board input / output unit.

[0014] Preferably, the on-board host unit is further configured to dynamically select braking curve segments based on the wheel-rail adhesion state level: collecting wheel-rail adhesion correlation indicators, including the frequency of slippage, the deviation between the measured braking deceleration and the theoretical braking deceleration, and the rail surface wetness detection signal; dividing the current wheel-rail adhesion state into several preset adhesion state levels according to the correlation indicators; matching and selecting the corresponding braking curve sub-segment from the pre-stored braking curve library according to the divided adhesion state level for speed monitoring, wherein the lower the adhesion state level, the more conservative the selected braking curve sub-segment and the lower the corresponding allowable operating speed.

[0015] Preferably, the on-board host unit is further configured to perform a braking system status matching verification when selecting a braking curve: read in real time the number of available braking units and the brake cylinder pressure status reported by the train braking system, and evaluate the train's current actual available braking force accordingly. The evaluated actual available braking force is compared with the benchmark braking force on which the pre-selected braking curve is based. When the actual available braking force is lower than the benchmark braking force, it is determined that the pre-selected braking curve is mismatched, and the system automatically switches to a downgraded braking curve that is compatible with the current actual available braking force, while simultaneously tightening the upper limit of the train's allowed operating speed.

[0016] Preferably, the vehicle input / output unit is further provided with a traction and braking mutual exclusion lock module. The traction and braking mutual exclusion lock module locks the braking command output when outputting a traction command and locks the traction command output when outputting a braking command. The lock on the other type of command is released only when the first output command is cancelled and the execution status is confirmed.

[0017] Preferably, the system further includes an onboard wireless communication unit connected to the onboard host unit. The onboard wireless communication unit is configured to extract the reference location report timestamp contained in the mobility authorization information when receiving mobility authorization information sent by the trackside control equipment. The onboard host unit is configured to perform a time-series comparison between the reference location report timestamp and the timestamp of the location report most recently sent by the onboard unit to the trackside control equipment. If the reference location report timestamp is earlier than the timestamp of the most recently sent location report, it is determined that the mobility authorization information is generated based on an expired location report and is rejected.

[0018] Furthermore, a train onboard control system includes: a train onboard controller as described in any of the preceding claims; a trackside control device connected to the train onboard controller via a wireless communication network, configured to receive a location report with a confidence level uploaded by the train onboard controller, differentiate the acceptance of the location report according to the confidence level, and generate movement authorization information based on the location report and send it to the train onboard controller; and a braking execution system connected to the onboard input / output unit of the train onboard controller, configured to receive and execute the highest priority braking command arbitrated by the onboard host unit; wherein the trackside control device is further configured to encapsulate the timestamp of the location report on which the movement authorization information is based as a reference location report timestamp when generating the movement authorization information, so that the train onboard controller can perform authorization validity verification accordingly.

[0019] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0020] First, the accuracy and safety of braking command selection are improved through hierarchical arbitration. Existing technologies often use a single-dimensional priority ranking for multiple braking commands, or simply select based on source priority, or only prioritize commands with higher braking levels, failing to make fine distinctions when commands of the same priority are concurrent. This invention first performs a first-level arbitration based on source priority, and then performs a second-level arbitration based on urgency level for concurrent commands of the same priority. This ensures that high-priority braking commands are not overwritten by low-priority commands, and also enables fine-grained selection of urgency when commands of the same priority are concurrent, thus balancing driving safety and braking control precision.

[0021] Second, the accuracy of speed measurement is improved by selecting the optimal rate of change from dual-source speed measurements. Existing technologies typically directly take the maximum speed or switch directly to radar speed measurement when the difference between the rotational speed pulse and radar speed exceeds a limit, which fails to reflect the train's true speed changes. This invention takes the arithmetic mean of the two speed sources when the difference is below a threshold, and compares the rates of change of the two speed sources when the difference exceeds a limit, selecting the one with the smaller rate of change as the reliable source. This more closely reflects the train's actual motion and effectively reduces the interference of speed measurement errors on braking decisions.

[0022] Third, by accumulating and monitoring the braking margin consumption rate through a sliding window, speed monitoring is upgraded from passive overspeed braking to active prevention. Existing technologies only determine overspeed based on the instantaneous difference between the measured speed and the braking curve, resulting in a lag in braking intervention. This invention uses a sliding window to accumulate the instantaneous margin consumption rate, triggering deceleration intervention in advance when the accumulated margin consumption exceeds a threshold. This allows for early intervention even when the instantaneous margin is still within a safe range, significantly improving the preventative nature of driving safety.

[0023] Fourth, by dynamically selecting segments based on the adhesion level and matching and verifying the braking system status, the braking curve is matched in real time with the wheel-rail adhesion state and the actual available braking force of the braking system. This avoids the speed monitoring constraints from becoming inaccurate when the fixed braking curve is in low adhesion or when the braking capacity decreases, thus improving the accuracy of the speed monitoring constraints.

[0024] Fifth, by verifying the timing of authorization timestamps and classifying the confidence level of location reports, we can prevent the premature adoption of movement authorizations based on expired location reports, and enable trackside equipment to make differentiated acceptance of location reports, thereby improving the reliability of vehicle-to-ground information interaction and the accuracy of movement authorization.

[0025] In summary, this invention systematically improves the safety and control accuracy of train onboard controllers and control systems under complex operating conditions, covering the entire chain from speed measurement, speed monitoring, braking decision-making, command arbitration to vehicle-to-ground information interaction, and has strong industrial application value. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of a train onboard controller;

[0027] Figure 2 This is a schematic diagram of the hierarchical and progressive arbitration process of the present invention;

[0028] Figure 3 This is a schematic diagram of the dual-source speed voting process of the present invention;

[0029] Figure 4 This is a schematic diagram of the braking curve margin cumulative monitoring process of the present invention;

[0030] Figure 5 This is a schematic diagram of a train onboard control system. Detailed Implementation

[0031] The following description is intended to disclose the invention and enable those skilled in the art to implement it. The preferred embodiments described below are merely examples, and other obvious variations will occur to those skilled in the art.

[0032] Reference Figure 1 As shown, the train's onboard controller includes a speed and distance measurement unit, an onboard input / output unit, an onboard host unit, a human-machine interface unit, and an onboard wireless communication unit. The speed and distance measurement unit is equipped with a dual-source speed voting module and a multi-wheelset difference identification module. This module collects wheel speed pulses and radar Doppler frequency shifts, converts them into pulse speeds and radar speeds, performs a reliability vote on the two speed measurement results to output a voted speed, and identifies the mileage deviation of each wheelset. The onboard host unit is equipped with a hierarchical progressive arbitration module, a dynamic braking curve selection module, and a margin accumulation monitoring module. It receives the voted speed output from the speed and distance measurement unit, compares the voted speed with the line speed limit data and braking curve, and generates braking commands. The hierarchical progressive arbitration module performs two-level arbitration on multiple concurrent braking commands based on source priority and urgency level. The dynamic braking curve selection module selects the braking curve based on the wheel-rail adhesion state level and the actual available braking force of the braking system. The margin accumulation monitoring module cumulatively monitors the rate of loss of braking curve margin. The onboard input / output unit is equipped with a traction and braking mutual exclusion lock module, used to receive braking commands and execute the mutual exclusion lock between traction and braking, as well as output the highest priority braking command to the braking execution system. The human-machine interface unit displays the current speed, target distance, and permissible speed. The onboard wireless communication unit interacts with trackside control equipment to exchange position reports and movement authorization information.

[0033] The solid arrows in the diagram indicate the data or signal flow between the units: the speed measurement and distance measurement unit outputs the rated speed, which is then sent to the onboard host unit; the onboard host unit and the onboard input / output unit transmit braking commands bidirectionally; the onboard host unit outputs display data to the human-machine interface unit; and the onboard host unit and the onboard wireless communication unit exchange position reports and movement authorization information bidirectionally. The dashed boxes indicate the boundaries of the train's onboard controller.

[0034] Reference Figure 2 As shown, the hierarchical arbitration logic includes: First, receiving multiple concurrent braking commands; Second, obtaining the command source identifier and urgency level corresponding to each braking command, where the command source identifier includes emergency braking source, speed monitoring automatic braking source, and manual braking source, and the urgency level is a quantitative classification of the urgency level within each source; Third, performing the first-level arbitration, selecting the command with the highest preset source priority from the multiple concurrent commands based on the preset source priority corresponding to the command source identifier of each braking command, with the emergency braking source having the highest priority, followed by the speed monitoring automatic braking source, and then the manual braking source; Fourth, determining whether there are at least two concurrent braking commands with the same preset source priority. If the determination result is yes, otherwise, jumping to the output step; if the determination result is yes, entering the next level of arbitration; Fifth, performing the second-level arbitration, selecting the command with the highest urgency level from the braking commands with the same preset source priority based on the urgency level; Sixth, outputting the selected braking command to the braking execution system for execution.

[0035] Reference Figure 3 As shown, the dual-source speed voting process includes: First, acquiring pulse speed and radar speed. The speed and distance measurement unit collects wheel rotation speed pulses and converts them into pulse speed, while the radar speedometer measures the Doppler frequency shift and converts it into radar speed. Second, calculating the absolute value of the difference between the pulse speed and radar speed as the residual amplitude. Third, determining whether the difference is lower than the deviation threshold set according to the current wheel-rail adhesion state. If the result is yes, proceeding to fourth step A, the arithmetic mean of the two speeds is taken as the voting speed and output. If the result is no, proceeding to fourth step B, comparing the rate of change of the two speeds relative to the speed of the previous sampling period, the one with the smaller rate of change is identified as the reliable source, and the speed of that source is used as the voting speed and output. Fifth, outputting the voting speed to the on-board host unit for speed monitoring and braking decision-making.

[0036] Reference Figure 4As shown, the cumulative monitoring process includes: First, calculating the instantaneous margin according to the sampling period. The on-board host unit calculates the instantaneous margin between the current measured speed of the train and the currently selected braking curve according to the preset sampling period. Second, subtracting the instantaneous margins of adjacent samples to obtain the instantaneous margin consumption rate. Third, accumulating the instantaneous margin consumption rate within a preset sliding window to obtain the cumulative margin consumption within the sliding window. Fourth, determining whether the cumulative consumption exceeds the preset margin consumption threshold. If the determination result is yes, otherwise, returning to the first step to continue monitoring for the next sampling period. If the determination result is yes, proceeding to the next step. Fifth, even if the current instantaneous margin is still within the safety margin range, the on-board host unit still triggers deceleration intervention and inputs the deceleration intervention command as the braking command source of the speed monitoring automatic braking to the on-board input / output unit.

[0037] Reference Figure 5 As shown, the train's onboard control system includes an onboard controller, trackside control equipment, and a braking execution system. The trackside control equipment is located outside the onboard controller and connects to it via a wireless communication network. It receives position reports with confidence levels uploaded by the onboard controller, differentiates the acceptance of position reports according to their confidence levels, and generates movement authorization information based on the position reports, which is then sent to the onboard controller. When generating movement authorization information, the trackside control equipment encapsulates the timestamp of the location report it uses as a reference position report timestamp for the onboard controller to perform authorization validity verification. The onboard controller internally includes an onboard host unit and an onboard input / output unit. The onboard host unit executes hierarchical progressive arbitration logic, performing two-level arbitration on multiple concurrent braking commands based on source priority and urgency level, and generates braking commands based on a comparison of the voting speed and braking curve. The onboard input / output unit is connected to the onboard host unit, receives braking commands, and performs traction and braking mutual exclusion locking, outputting the highest priority braking command to the braking execution system. The braking execution system is connected to the onboard input / output unit of the train's onboard controller to receive and execute the highest priority braking commands.

[0038] The global conventions for the symbols in the above figures are as follows: rounded corners indicate the start and end points of the process, rectangles indicate processing steps, and diamonds indicate decision nodes; solid arrows indicate the direction of data or signal flow between units, dashed arrows indicate wireless communication links, and dashed boxes indicate the boundaries of devices or subsystems; the text leading out of decision nodes indicates the decision conditions and the branching paths if the conditions are met or not met.

[0039] To clearly illustrate the operational relationships of this invention, the meaning and unit of each variable in the following formulas are given in this paragraph, and consistent notation is used throughout the text. The unit for speed variables is km / h, the unit for distance variables is m, and the unit for time variables is s. Among the time variables, Indicates the sampling period. This indicates the duration of continuous residual exceedances during the anomaly detection of the speed measurement channel. Indicates the timestamp of the reference location report on which the movement authorization information is based. The timestamp represents the most recent location report sent by the vehicle-mounted device. All the above symbols are in seconds (s), and each symbol has a unique meaning in the context.

[0040] (a) Formula for cumulative monitoring of braking curve margin:

[0041] ;

[0042] In the formula, For the first Instantaneous margin for each sampling period; For the first The permissible speed corresponding to the braking curve for each sampling period; For the first The measured speed for each sampling period; The sampling number is a positive integer. When the measured speed is lower than the allowable speed, the instantaneous margin is positive, indicating that there is still a safety margin; when the measured speed approaches the allowable speed, the instantaneous margin approaches zero.

[0043] ;

[0044] In the formula, Let be the instantaneous margin consumption rate, representing the th The reduction in instantaneous margin relative to the previous sampling period in each sampling period. When the instantaneous margin is continuously depleted, Less than , It is a positive value.

[0045] ;

[0046] In the formula, This represents the cumulative margin consumption within the sliding window, with the accumulation range being the value within the current sliding window from the [number]th ... To the Instantaneous margin consumption rate per sampling period; length of the sliding window Measured by the number of sampling periods.

[0047] (II) Formula for residual amplitude:

[0048] ;

[0049] In the formula, For residual amplitude, The speed value is the speed value of the radar speed measurement channel. This represents the velocity value of the pulse velocity measurement channel; the residual amplitude is always non-negative.

[0050] (III) Formula for wheel diameter deviation:

[0051] ;

[0052] ;

[0053] In the formula, For the first The independent cumulative mileage of each wheelset For the whole vehicle Average cumulative mileage per wheelset For the first Mileage deviation of each wheelset For the rotation pair number, Let be the total number of wheelsets. The summation range of equation (5) is: From 1 to .

[0054] (iv) Comparison of timestamps:

[0055] ;

[0056] In the formula, The timestamp of the reference location report upon which the mobile authorization information is based. This is the timestamp of the last time the vehicle-mounted terminal sent a location report to the trackside control equipment. When equation (7) is true, it indicates that the movement authorization information is generated based on an expired location report and should be rejected.

[0057] Example 1:

[0058] This embodiment fully describes the entire process of the train's onboard controller from speed measurement to braking output. The speed and distance measurement unit collects wheel speed pulses and radar Doppler frequency shifts, and calculates the pulse speed accordingly. With radar speed The dual-source speed voting module calculates the residual amplitude according to formula (4). and will The deviation threshold set according to the current wheel-rail adhesion state is compared with the threshold. If the difference is lower than the threshold, the arithmetic mean of the two speeds is taken as the voting speed. If the difference exceeds the threshold, the rate of change of the two speeds relative to the speed of the previous sampling period is compared. The one with the smaller rate of change is judged as the reliable source and the speed of that one is taken as the voting speed. The voting speed is output to the on-board host unit.

[0059] The onboard host unit monitors the speed based on the voted speed, pre-stored line speed limit data, and braking curve, and cumulatively monitors the braking curve margin consumption rate according to equations (1) to (3). Sampling period Use a sliding window with a time range of 100ms to 500ms. A sampling period of 10 to 50 times is used, with the values ​​determined based on the typical calculation period of 100ms to 500ms for the train automatic safety protection system and the safety reaction time of the braking response. When the cumulative margin consumption... When the preset margin consumption threshold is exceeded, even if the current instantaneous margin is still within the safe margin range, the on-board host unit will still trigger a deceleration intervention command in advance and input the command as the braking command source of speed monitoring automatic braking to the on-board input / output unit.

[0060] The onboard input / output unit receives multiple concurrent braking commands and obtains the source identifier and urgency level for each command. The urgency level is a quantified classification of the urgency severity within each source. For example, emergency braking sources are categorized into Level 1 and Level 2 emergency braking based on urgency level; speed monitoring automatic braking sources are categorized into Levels 1 to 4 of normal braking based on braking demand intensity; and manual braking sources are categorized into several levels based on the operating gear. The onboard host unit executes a hierarchical arbitration logic. First, it performs a first-level arbitration based on source priority, with emergency braking sources having the highest priority, followed by speed monitoring automatic braking sources, and then manual braking sources. When concurrent commands with the same source priority exist, a second-level arbitration is performed based on urgency level. Finally, the highest-priority braking command is output to the braking execution system for execution.

[0061] Example 2:

[0062] This embodiment focuses on demonstrating the handling of dual-source speed voting under abnormal operating conditions in the speed measurement channel. The dual-source speed voting module statistically analyzes the pulse loss rate and the radar received signal strength. When the pulse loss rate is higher than a preset upper limit, the pulse speed for that period is rejected; when the radar signal strength is lower than a preset lower limit, the radar speed for that period is rejected. In the speed measurement channels that were not rejected, a difference threshold comparison is performed to select the voting speed. The preset upper limit for loss is 5%, and the preset lower limit for signal strength is −90dBm. These values ​​are determined based on the reliability index of the pulse sensor and the sensitivity of the wireless receiver, respectively.

[0063] Example 3:

[0064] This embodiment focuses on demonstrating the dynamic matching of braking curves with operating conditions. The onboard host unit collects wheel-rail adhesion correlation indicators such as the frequency of idling and slippage, the deviation between measured braking deceleration and theoretical braking deceleration, and rail surface moisture detection signals. It then classifies the current wheel-rail adhesion state into multiple preset adhesion state levels, such as high adhesion, medium adhesion, and low adhesion. Braking curve segments are selected from a pre-stored braking curve library according to the adhesion state level; the lower the adhesion state level, the more conservative the curve segment and the lower the allowable operating speed. Simultaneously, the number of available braking units and the brake cylinder pressure status are read to assess the actual available braking force, which is compared with the benchmark braking force on which the pre-selected braking curve is based. If a mismatch occurs, the system switches to a downgraded braking curve and tightens the upper limit of the allowable operating speed.

[0065] Example 4:

[0066] This embodiment focuses on demonstrating the precise detection of anomalies in the speed measurement channel and the identification of wheel diameter deviations. The on-board host unit calculates the residual amplitude according to formula (4). ,Will The residual level is determined by comparing it with multiple preset amplitude classification thresholds, and the duration of continuous residual exceedances is simultaneously monitored. The timing is used to input the residual level and duration into a preset discrimination matrix: when the residual level is high and the duration is shorter than the first time threshold, it is judged as an instantaneous impact interference and data filtering is triggered; when the residual level is low but the duration is longer than the second time threshold, it is judged as a slow channel drift fault and an early warning is triggered; when the residual level is high and the duration is longer than the third time threshold, it is judged as a serious channel fault and channel isolation and degradation are triggered; when the residual level is low and the duration is shorter than the first time threshold, it is judged as normal fluctuation and no action is taken.

[0067] The multi-wheel pair difference identification module obtains independent cumulative mileage based on the cumulative mileage of each wheel pair's rotational speed pulse. Calculate the mileage deviation according to equations (5) and (6). When the target wheelset When the wear exceeds a preset tolerance threshold, the target wheelset is determined to have individual wear anomalies. The wheel diameter correction value of the target wheelset is calculated by inversely using the mapping relationship with the preset pulse equivalent, and the correction value is applied only to the independent pulse equivalent conversion of the target wheelset.

[0068] Example 5:

[0069] This embodiment focuses on demonstrating the reliability and timing verification of vehicle-to-ground information. The onboard wireless communication unit extracts the reference position report timestamp when receiving mobility authorization information from the trackside control equipment. The vehicle-mounted host unit is installed according to formula (7). Timestamp of the most recent location report sent In comparison, when The system determines that the mobility authorization information was generated based on an expired location report and rejects its use. Simultaneously, when the vehicle-mounted wireless communication unit sends a location report, the vehicle-mounted host unit counts the number of valid location sources currently participating in the positioning process. Valid location sources include speed and distance measurement units, transponder receiving modules, and satellite positioning modules. The confidence level of the location report is categorized into high, medium, and low based on the number of valid location sources, and this confidence level is encapsulated within the location report and uploaded to the trackside control equipment for differentiated acceptance by the trackside control equipment.

[0070] Example 6:

[0071] This embodiment focuses on demonstrating the mutual exclusion locking of the traction command and braking command output channels. The onboard input / output unit is equipped with a traction and braking mutual exclusion locking module, which maintains a mutual exclusion enable flag for each of the traction command output channel and the braking command output channel.

[0072] When the on-board input / output unit outputs a traction command to the traction system, the traction-brake mutual exclusion lock module sets the mutual exclusion enable flag of the brake command output channel to the locked state, thereby blocking the brake command output channel and preventing any brake command output from any source; when the on-board input / output unit outputs a brake command to the braking system, the traction-brake mutual exclusion lock module sets the mutual exclusion enable flag of the traction command output channel to the locked state, thereby blocking the traction command output channel and preventing any traction command output.

[0073] Only when the previously output command is revoked, and the onboard input / output unit receives an execution acknowledgment from the corresponding execution system, confirming that the command's execution status has been completed, can the traction and braking mutual exclusion lock module release the lock on the other type of command output channel and restore its output capability. This mutual exclusion lock is connected to the hierarchical progressive arbitration logic. When traction and braking commands are issued concurrently, the onboard host unit first performs hierarchical progressive arbitration to select the highest priority braking command for output. Then, the traction and braking mutual exclusion lock module locks the traction command output channel to ensure that traction and braking actions are not executed simultaneously, avoiding conflicts between traction and braking commands that could lead to wheel spin or brake failure.

[0074] Example 7:

[0075] This embodiment describes the system-level operation process. The train onboard control system includes the train onboard controller, trackside control equipment, and braking execution system described in any of the above embodiments. The trackside control equipment is connected to the train onboard controller via a wireless communication network, receives position reports with confidence levels and accepts them differently according to the confidence levels, generates movement authorization information based on the position reports and sends it out, and encapsulates the timestamp of the position report on which it is based as a reference position report timestamp during generation; the braking execution system is connected to the onboard input / output unit, receives and executes the highest priority braking command arbitrated by the onboard host unit.

[0076] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention. The scope of protection claimed by the appended claims and their equivalents is defined.

Claims

1. A train onboard controller, characterized in that, It includes an in-vehicle input / output unit and an in-vehicle host unit, wherein the in-vehicle input / output unit is connected to the in-vehicle host unit; The vehicle input / output unit is configured to receive multiple concurrent braking commands and obtain the corresponding command source identifier and urgency level for each braking command. The command source identifier includes emergency braking source, speed monitoring automatic braking source, and manual braking source. The preset source priority of the emergency braking source is higher than that of the speed monitoring automatic braking source, and the preset source priority of the speed monitoring automatic braking source is higher than that of the manual braking source. The urgency level is a quantitative classification of the urgency level within the source corresponding to the command source identifier. The vehicle host unit is configured to execute a hierarchical arbitration logic: when multiple concurrent braking commands are received, a first-level arbitration is first performed based on the preset source priority corresponding to the command source identifier of each braking command, and the braking command with the highest preset source priority is selected from the multiple concurrent braking commands. When at least two braking commands with the same preset source priority are issued concurrently, a second-level arbitration is performed on the braking commands with the same preset source priority according to the urgency level. The braking command with the highest urgency level is selected and output to the braking execution system for execution.

2. The train on-board controller according to claim 1, characterized in that, It also includes a speed and distance measurement unit, which is connected to the vehicle-mounted host unit. The speed and distance measurement unit is equipped with a dual-source speed voting module. The dual-source speed voting module calculates the absolute value of the difference between the rotational speed pulse conversion speed and the radar Doppler frequency shift conversion speed. It compares this difference with a deviation threshold set according to the current wheel-rail adhesion state. If the difference is lower than the threshold, the arithmetic mean of the two speeds is taken as the voting speed. If the difference exceeds the threshold, the rate of change of the two speeds relative to the speed of the previous sampling period is compared. The one with the smaller rate of change is identified as the reliable source and the speed of that one is taken as the voting speed. The voting speed is then output to the vehicle-mounted host unit.

3. The train on-board controller according to claim 2, characterized in that, The vehicle-mounted host unit is also configured to perform two-dimensional refined anomaly detection of speed measurement channel anomalies based on speed measurement residuals: calculate the residual amplitude between radar speed value and pulse speed value, compare the residual amplitude with multiple preset amplitude classification thresholds to determine the residual level, simultaneously time the duration of continuous residual exceeding the limit, and input the residual level and the duration into a preset anomaly detection matrix. When the residual level is high and the duration is shorter than the first time threshold, it is determined to be an instantaneous impact interference and data filtering is triggered. When the residual level is low but the duration is longer than the second time threshold, it is determined to be a slow channel drift fault and an early warning is triggered. When the residual level is high and the duration is longer than the third time threshold, it is determined to be a serious channel fault and channel isolation degradation is triggered.

4. The train on-board controller according to claim 2, characterized in that, The speed and distance measuring unit is also equipped with a multi-wheel pair difference identification module. The multi-wheel pair difference identification module accumulates the mileage of each wheel pair according to the speed pulse to obtain the independent accumulated mileage of each wheel pair. It calculates the mileage deviation between each independent accumulated mileage and the average accumulated mileage of the whole vehicle. When the mileage deviation of the target wheel pair exceeds the preset tolerance threshold, it is determined that the target wheel pair has individual wear abnormality. Based on the mapping relationship between the mileage deviation and the preset pulse equivalent, the wheel diameter correction value of the target wheel pair is calculated, and the wheel diameter correction value is only applied to the independent pulse equivalent conversion of the target wheel pair.

5. The train on-board controller according to claim 1, characterized in that, The on-board host unit is also configured to cumulatively monitor the braking curve margin consumption rate during the speed monitoring process: calculate the instantaneous margin between the current measured speed of the train and the currently selected braking curve according to a preset sampling period, subtract the instantaneous margins of adjacent samples to obtain the instantaneous margin consumption rate, accumulate the instantaneous margin consumption rate within a preset sliding window to obtain the cumulative margin consumption amount within the sliding window, and when the cumulative margin consumption amount exceeds the preset margin consumption threshold, trigger a deceleration intervention command in advance even if the current instantaneous margin is within the safety margin range, and input the deceleration intervention command as the braking command source of the speed monitoring automatic braking to the on-board input / output unit.

6. The train on-board controller according to claim 5, characterized in that, The onboard host unit is also configured to dynamically select braking curve segments based on the wheel-rail adhesion state level: it collects wheel-rail adhesion correlation indicators, including the frequency of slippage, the deviation between the measured braking deceleration and the theoretical braking deceleration, and the rail surface wetness detection signal. Based on the correlation indicators, the current wheel-rail adhesion state is divided into several preset adhesion state levels. According to the divided adhesion state level, the corresponding braking curve segment is matched and selected from the pre-stored braking curve library for speed monitoring. The lower the adhesion state level, the more conservative the selected braking curve segment and the lower the corresponding allowable operating speed.

7. The train on-board controller according to claim 5 or 6, characterized in that, The onboard host unit is also configured to perform a braking system status matching verification when selecting a braking curve: read the number of available braking units and the brake cylinder pressure status reported by the train braking system in real time, and evaluate the train's current actual available braking force accordingly. The evaluated actual available braking force is compared with the benchmark braking force on which the pre-selected braking curve is based. When the actual available braking force is lower than the benchmark braking force, it is determined that the pre-selected braking curve is mismatched, and the unit automatically switches to a downgraded braking curve that is compatible with the current actual available braking force, while simultaneously tightening the upper limit of the train's allowed operating speed.

8. The train on-board controller according to claim 1, characterized in that, The vehicle input / output unit is also equipped with a traction and braking mutual exclusion lock module. The traction and braking mutual exclusion lock module locks the braking command output when outputting a traction command and locks the traction command output when outputting a braking command. The lock on the other type of command is released only when the first output command is cancelled and the execution status is confirmed.

9. The train on-board controller according to claim 1, characterized in that, It also includes an onboard wireless communication unit connected to the onboard host unit. The onboard wireless communication unit is configured to extract the reference location report timestamp contained in the mobility authorization information when receiving mobility authorization information sent by the trackside control equipment. The onboard host unit is configured to compare the reference location report timestamp with the timestamp of the location report most recently sent by the onboard unit to the trackside control equipment. If the reference location report timestamp is earlier than the timestamp of the most recently sent location report, it is determined that the mobility authorization information is generated based on an expired location report and is rejected.

10. A train onboard control system, applied to the train onboard controller according to any one of claims 1 to 9, characterized in that, include: A trackside control device, connected to the train's onboard controller via a wireless communication network, receives location reports with confidence levels uploaded by the train's onboard controller, performs differentiated acceptance of the location reports according to the confidence levels, and generates movement authorization information based on the location reports and sends it to the train's onboard controller. A braking execution system, connected to the onboard input / output unit of the train's onboard controller, receives and executes the highest-priority braking command arbitrated by the onboard host unit. The trackside control device is further configured to encapsulate the timestamp of the location report used to generate the movement authorization information as a reference timestamp, so that the train's onboard controller can perform authorization validity verification accordingly.

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