APM vehicle integrated control system and device

Abstract

The utility model discloses an APM vehicle integrated control system and device. The system comprises a central controller, a data transmitter, a traction actuator and a brake actuator. The central controller is respectively connected with the data transmitter, the traction actuator and the brake actuator; according to the system, main control functions are integrated in the central controller, so that transmission nodes are optimized, the transmission efficiency is improved, the maintenance difficulty is reduced, and meanwhile, the installation space is reduced; the equipment has the same beneficial effects.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transportation, in particular to an APM vehicle integrated control system and equipment. Background Art

[0002] Metro train control systems (TCMS) typically utilize a distributed bus control approach. These systems include eight control systems: ATC (Automatic Train Control), CCU (Central Control Unit), TCU (Train Control Unit), BCU (Brake Control Unit), DCU (Door Control Unit), ACC (Air Conditioning Control Unit), ACU (Auxiliary Control Unit), and ASCU (Passenger Information System Control Unit). These control systems are centered around the CCU and connected via real-time Ethernet or the MVB bus to control train operations. The CCU and real-time Ethernet (or MVB bus) work together to implement train control and management. With the continuous advancement of fully automated driving technology, signal control has evolved from being primarily ground-based to vehicle-based, with increasing levels of automation. This has led to the emergence of onboard ATP (Automatic Train Protection System), ATO (Automatic Train Operation), and AOM (Assisted Operation Module) devices, collectively referred to as onboard VOBCs (Vehicle-Based Controllers), which directly or indirectly control train traction, braking, doors, PIS, and other equipment.

[0003] Traditional APM vehicles are shorter than subway vehicles, limiting the space for onboard equipment installation. Furthermore, the onboard VOBC and TCMS equipment are completely independent, primarily transmitting control commands via the train network and hardwired connections. The CCU then forwards these commands to the various control systems. This results in multiple control node transmissions and long transmission times. Furthermore, each system requires its own control unit, which occupies a large amount of equipment space.

[0004] In view of this, providing an APM vehicle integrated control system and equipment with streamlined equipment space and short transmission time is a technical problem that needs to be urgently solved by those skilled in the art. Utility Model Content

[0005] To solve the above technical problems, the purpose of this utility model is to provide an APM vehicle integrated control system and equipment. Compared with the original train control system, the main control functions are integrated into the central controller, which optimizes the transmission nodes, improves the transmission efficiency, reduces the maintenance difficulty, and reduces the installation space.

[0006] The technical solutions provided by this utility model are as follows:

[0007] An APM vehicle integrated control system includes: a central controller, a data transmitter, a traction actuator, and a brake actuator;

[0008] The central controller is connected to the data transmitter, the traction actuator and the brake actuator respectively;

[0009] The central controller is used to manage the data transmitter, the traction actuator and the brake actuator;

[0010] The data transmitter is used to transmit data to the central controller;

[0011] The traction actuator is used to receive the traction instruction issued by the central controller;

[0012] The brake actuator is used to receive the brake instruction sent by the central controller.

[0013] Preferably, the central controller specifically includes: a first CPU board, a first power board, a storage board and a first communication board;

[0014] The first CPU board is connected to the storage board and the communication board via a backplane bus;

[0015] The first power board is connected to the first CPU board, the storage board and the first communication board via power cables;

[0016] The first power board is used to provide power to the first CPU board, the storage board and the first communication board;

[0017] The storage board is used to store and record train status and fault information;

[0018] The first communication board is used to implement data communication with the data transmitter, the traction actuator and the brake actuator.

[0019] Preferably, there are two first CPU boards, specifically including CPU board 1 and CPU board 2.

[0020] Preferably, the CPU board 1 is used to implement train control, diagnostic functions and data management.

[0021] Preferably, the CPU board 2 is used to replace the vehicle-mounted controller.

[0022] Preferably, the data transmitter specifically includes: a second CPU board, a second power board, a secure SDIO board, a non-secure DIO board, an AIO board, and a second communication board;

[0023] The second CPU board is connected to the secure SDIO board, the non-secure DIO board, the AIO board and the second communication board via a backplane bus;

[0024] The second power board is connected to the second CPU board, the secure SDIO board, the non-secure DIO board, the AIO board, and the second communication board via a power line;

[0025] The second CPU board is used to implement input and output data transmission, chassis management and fault diagnosis functions;

[0026] The second power board is used to provide power to the second CPU board, the secure SDIO board, the non-secure DIO board, the AIO board and the second communication board;

[0027] The safety SDIO board is used to implement SIL2 and SIL4 hard-wired signal input and output functions;

[0028] The non-safety DIO board is used to implement SIL0 level hard-wired signal input and output functions;

[0029] The second communication board is used to realize data communication with the central controller.

[0030] An APM vehicle integrated control device is equipped with an APM vehicle integrated control system.

[0031] The utility model provides an APM vehicle integrated control system, comprising: a central controller, a data transmitter, a traction actuator and a brake actuator; the central controller is connected to the data transmitter, the traction actuator and the brake actuator respectively; the system optimizes transmission nodes, improves transmission efficiency, reduces maintenance difficulty and reduces installation space by integrating the main control functions into the central controller.

[0032] The utility model provides an APM vehicle integrated control device. Since the device and the APM vehicle integrated control system solve the same technical problems, belong to the same technical concept, and should have the same beneficial effects, they will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments recorded in the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0034] Figure 1 This is a schematic structural diagram of an APM vehicle integrated control system in an embodiment of the present utility model;

[0035] Figure 2 This is a schematic diagram of the structure of the central controller in an embodiment of the present utility model;

[0036] Figure 3 Schematic diagram of the structure of the data transmitter in the embodiment of the present utility model. DETAILED DESCRIPTION

[0037] In order to help those skilled in the art better understand the technical solutions of the present invention, the technical solutions in the embodiments of the present invention are clearly and completely described below. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0038] like Figure 1 As shown, the embodiment of the present utility model provides an APM vehicle integrated control system, comprising: a central controller 1, a data transmitter 2, a traction actuator 3 and a brake actuator 4;

[0039] The central controller 1 is connected to the data transmitter 2, the traction actuator 3 and the brake actuator 4 respectively;

[0040] The central controller 1 is used to manage the data transmitter 2, the traction actuator 3 and the brake actuator 4;

[0041] The data transmitter 2 is used to transmit data to the central controller 1;

[0042] The traction actuator 3 is used to receive the traction instruction issued by the central controller 1;

[0043] The brake actuator 4 is used to receive the brake instruction sent by the central controller 1.

[0044] In actual application, in order to solve the problem that the on-board VOBC equipment and TCMS equipment in the existing subway vehicle train control system are completely independent, and the two mainly transmit control instructions through the train network and hard lines, and then the central controller forwards them to each control system, an APM vehicle integrated control system with a central controller, a data transmitter, a traction actuator and a brake actuator is designed. The central controller is connected to the data transmitter, traction actuator and brake actuator respectively through Ethernet or MVB bus, and the data transmitter, traction actuator and brake actuator are managed by the central controller, thereby realizing direct control of the data transmitter, traction actuator and brake actuator through the central controller, optimizing the transmission nodes, improving the transmission efficiency, reducing the maintenance difficulty, and reducing the installation space; in this embodiment, the central controller is also connected to the dynamic Maps and CCTV and other devices; among them, the central controller is the central control unit (CCU), which manages and controls the entire vehicle subsystem, monitors key signals and faults, and records relevant information; during the operation of the train, the CCU can detect the vehicle status and operation status in real time, discover and handle faults in time, and ensure the normal operation of the train; at the same time, the CCU can also remotely monitor and control the train to improve the efficiency and safety of subway operation; the data transmitter refers to the input and output module (IOM), which is connected to the central processing unit in a single phase through the data bus and address bus. This module can realize analog / digital conversion of external analog signals and internal analog signals; the traction actuator refers to the traction control unit (TCU) in the rail train; the brake actuator refers to an electronic brake control unit (BCU), which is responsible for receiving brake commands from the central controller.

[0045] like Figure 2 As shown, preferably, the central controller 1 specifically includes: a first CPU board 11, a first power board 12, a storage board 13 and a first communication board 14;

[0046] The first CPU board 11 is connected to the storage board 13 and the first communication board 14 via a backplane bus;

[0047] The first power board 12 is connected to the first CPU board 11, the memory board 13 and the first communication board 14 through power lines;

[0048] The first power board 12 is used to provide power to the first CPU board 11, the storage board 13 and the first communication board 14;

[0049] The storage board 13 is used to store and record train status and fault information;

[0050] The first communication board 14 is used to implement data communication with the data transmitter 2 , the traction actuator 3 , and the brake actuator 4 .

[0051] During actual use, the central controller is provided with a first CPU board, a first power board, a storage board and a first communication board; the first CPU board is connected to the storage board and the communication board through the backplane bus of the chassis; the first power board is connected to the first CPU board, the storage board and the first communication board through a power line; the first CPU board is used to control the vehicle, the first power board is used to provide power to each board, the storage board is used to store and record train status and fault information, and the communication board is used to realize data communication with the data transmitter, other system actuators and vehicle-ground communication equipment.

[0052] Preferably, there are two first CPU boards 11 , specifically including CPU board 1 and CPU board 2 .

[0053] In actual use, the first CPU board includes CPU board 1 and CPU board 2, among which CPU board 1 is used to realize train control, diagnostic functions, data management and other functions; train control includes but is not limited to traction control, brake control, door control, air conditioning control and PIS control, etc., and can replace the logical control functions of TCU (traction controller), BCU (brake controller), DCU (door controller), ACC (air conditioning controller), ASCU (passenger information system controller); CPU board 2 is used to realize the application computing functions of on-board ATP (automatic train protection system), on-board ATO (automatic train operation) and on-board AOM (assisted driving module), and is used to replace the original on-board VOBC (on-board controller).

[0054] like Figure 3 As shown, preferably, the data transmitter 2 specifically includes: a second CPU board 21, a second power board 22, a secure SDIO board 23, a non-secure DIO board 24, an AIO board 25 and a second communication board 26;

[0055] The second CPU board 21 is connected to the secure SDIO board 23, the non-secure DIO board 24, the AIO board 25 and the second communication board 26 via a backplane bus;

[0056] The second power board 22 is connected to the second CPU board 21, the secure SDIO board 23, the non-secure DIO board 24, the AIO board 25 and the second communication board 26 via power lines;

[0057] The second CPU board 21 is used to implement input and output data transmission, chassis management and fault diagnosis functions;

[0058] The second power board 22 is used to provide power to the second CPU board 21, the secure SDIO board 23, the non-secure DIO board 24, the AIO board 25 and the second communication board 26;

[0059] The safety SDIO board 23 is used to implement SIL2 and SIL4 hard-wired signal input and output functions;

[0060] The non-safety DIO board 24 is used to implement SIL0 level hard-wire signal input and output functions;

[0061] The second communication board 26 is used to implement data communication with the central controller 1 .

[0062] During actual use, a second CPU board, a second power board, a safety SDIO board, a non-safety DIO board, an AIO board and a second communication board are set in the data transmitter 2; the CPU board of the data transmitter is used to realize input and output data transmission, chassis management and fault diagnosis functions; the safety SDIO board of the data transmitter is used to collect and output the safety IO signals of the whole vehicle, such as traction and braking instructions, and realize the hard-wired input and output interface functions of SIL2 and SIL4 levels; the non-safety DIO board of the data transmitter is used to collect and output the conventional IO signals of the whole vehicle, realize the hard-wired signal input and output interface functions of SIL0 level, and realize the control command output and status feedback functions of actuators such as doors and air conditioners; the power board of the data transmitter is used to provide power to each board, and the communication board is used to realize data communication with the central controller, among which the DIO board and AIO board can be configured according to needs.

[0063] It should be noted that in this embodiment, both the central controller and the data transmitter have CPU boards and power boards. The power boards in the central controller and the data transmitter are the same, and the CPU boards in the central controller and the data transmitter are the same in model, but the software functions of the CPU boards are different.

[0064] The aforementioned central controller and data link integrate the existing train control system's onboard VOBC control, traction control, brake force calculation and distribution, door control, air conditioning control, and PIS control functions, simplifying control logic and data transmission while improving control efficiency and accuracy. Furthermore, the existing onboard VOBC (vehicle controller), TCU (traction control unit), BCU (brake control unit), DCU (door control unit), ACC (air conditioning control unit), and ASCU (passenger information system control unit) can be eliminated, retaining only the necessary executive control units, saving installation space.

[0065] The embodiment of the present utility model further provides an APM vehicle integrated control device equipped with an APM vehicle integrated control system.

[0066] In actual application, the APM vehicle integrated control device provided can also integrate the main control functions into the central controller because it is equipped with an APM vehicle integrated control system, optimize the transmission nodes, improve the transmission efficiency, reduce the maintenance difficulty, and reduce the installation space. The technical effects will not be repeated here.

[0067] It should be noted that when an element is referred to as being “fixed on” or “set on” another element, it can be directly on the other element or indirectly set on the other element; when an element is referred to as being “connected to” another element, it can be directly connected to the other element or indirectly connected to the other element.

[0068] It should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0069] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features being referred to. Thus, features defined as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of this utility model, "plurality" or "several" means two or more, unless otherwise specifically defined.

[0070] It should be noted that the structures, proportions, sizes, etc. depicted in the drawings of this specification are only used to match the contents disclosed in the specification so that people familiar with this technology can understand and read them. They are not used to limit the conditions under which the present invention can be implemented. Therefore, they have no substantive technical significance. Any structural modifications, changes in proportional relationships, or adjustments in size should still fall within the scope of the technical contents disclosed in this utility model without affecting the effects and purposes that can be achieved by the present utility model.

[0071] The above description of the disclosed embodiments will enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An APM vehicle integrated control system, characterized in that: include: Central controller, data transmitter, traction actuator and brake actuator; The central controller is connected to the data transmitter, the traction actuator and the brake actuator respectively; The central controller is used to manage the data transmitter, the traction actuator and the brake actuator; The data transmitter is used to transmit data to the central controller; The traction actuator is used to receive the traction instruction issued by the central controller; The brake actuator is used to receive the brake instruction sent by the central controller.

2. The APM vehicle integrated control system according to claim 1, characterized in that: The central controller specifically includes: a first CPU board, a first power board, a storage board and a first communication board; The first CPU board is connected to the storage board and the communication board via a backplane bus; The first power board is connected to the first CPU board, the storage board and the first communication board via power cables; The first power board is used to provide power to the first CPU board, the storage board and the first communication board; The storage board is used to store and record train status and fault information; The first communication board is used to implement data communication with the data transmitter, the traction actuator and the brake actuator.

3. The APM vehicle integrated control system according to claim 2, characterized in that: There are two first CPU boards, specifically including CPU board 1 and CPU board 2.

4. The APM vehicle integrated control system according to claim 3, characterized in that: The CPU board 1 is used to implement train control, diagnostic functions and data management.

5. The APM vehicle integrated control system according to claim 3, characterized in that: The CPU board 2 is used to replace the vehicle-mounted controller.

6. The APM vehicle integrated control system according to claim 1, characterized in that: The data transmission device specifically includes: a second CPU board, a second power board, a secure SDIO board, a non-secure DIO board, an AIO board, and a second communication board; The second CPU board is connected to the secure SDIO board, the non-secure DIO board, the AIO board and the second communication board via a backplane bus; The second power board is connected to the second CPU board, the secure SDIO board, the non-secure DIO board, the AIO board, and the second communication board via a power line; The second CPU board is used to implement input and output data transmission, chassis management and fault diagnosis functions; The second power board is used to provide power to the second CPU board, the secure SDIO board, the non-secure DIO board, the AIO board and the second communication board; The safety SDIO board is used to implement SIL2 and SIL4 hard-wired signal input and output functions; The non-safety DIO board is used to implement SIL0 level hard-wired signal input and output functions; The second communication board is used to realize data communication with the central controller.

7. An APM vehicle integrated control device, characterized in that: The vehicle is equipped with the APM vehicle integrated control system according to any one of claims 1 to 6.

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