Automatic driving controller
By designing an automatic driving controller and using software adaptation to expand the communication interface, collect speed signals and control traction and braking levels, the challenges of automatic driving of CTCS-2 level trains have been solved, improving train operation efficiency and passenger experience.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-14
- Publication Date
- 2026-03-24
AI Technical Summary
How to achieve automatic driving of CTCS-2 level trains on lines with speeds of 200-250km/h, so as to improve train control comfort, parking accuracy and energy saving, reduce driver labor intensity, improve high-speed rail operation efficiency and improve passenger travel experience.
An automatic driving controller was designed, including an ATO main unit, a first communication interface board, an ATO main control board, a second communication interface board, a 3U engine cage, an analog signal acquisition board, and a relay board. Through software adaptation without modifying the ATP equipment hardware, the communication interface is expanded, speed signals are acquired, traction and braking levels are controlled, and door opening and closing control is performed. It is suitable for automatic driving of high-speed railways with existing CTCS-2 level ATP equipment.
Automatic driving has been achieved on lines with speeds of 200-250 km/h, which has improved train operation efficiency, reduced driver workload, and enhanced passenger travel experience.
Smart Images
Figure CN224029003U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to rail transit technology, more particularly, relate to a kind of automatic driving controller. BACKGROUND
[0002] Train operation control system (CTCS, Chinese Train Control System) is the key technical equipment of the high-speed railway train control system developed independently in China, which ensures the safe operation of trains and improves transportation efficiency. Over the past decade, the CTCS-2 level train control system applied to 200-250 km / h lines and the CTCS-3 level train control system applied to 300-350 km / h lines have developed rapidly. As of September 2024, the operating mileage of China's railways exceeded 160,000 kilometers, and the operating mileage of high-speed railways exceeded 46,000 kilometers.
[0003] With the increase of the total mileage of high-speed railways, improving high-speed railway services and passenger experiences has become increasingly important. Since the sixth major speed increase in 2007, the CTCS-2 level train control system has been applied in domestic high-speed railways, passenger dedicated lines, and intercity railways. Currently, the CTCS-2 level train control system for 200-250 km / h lines still relies on manual driving by drivers. Automatic driving can improve the comfort of train control, the accuracy of parking, and energy saving and consumption reduction, which is of great significance in reducing the labor intensity of drivers, improving high-speed railway operation efficiency, and improving passenger travel experiences.
[0004] In summary, how to achieve automatic driving of CTCS-2 level trains on 200-250 km / h lines is a problem to be solved. SUMMARY
[0005] The utility model embodiment provides a kind of automatic driving controller, can adapt traction brake interface as relay, current loop, voltage loop, multifunction vehicle bus or real-time ethernet motor train unit, comprising: automatic driving ATO main unit (1), ATO main unit (1) includes following board card: the first communication interface board (1-1) connected with train control vehicle-mounted equipment ATP, ATO main control board (1-2), the second communication interface board (1-3) connected with train, 3U machine cage (1-4), analog quantity acquisition board (1-5) and relay board (1-6), the first communication interface board (1-1) is connected with ATO main control board (1-2), ATO main control board (1-2) is connected with the second communication interface board (1-3), 3U machine cage (1-4) bridges train and the first communication interface board (1-1) and the second communication interface board (1-3), ATO main control board (1-2) is connected with analog quantity acquisition board (1-5), relay board (1-6) bridges the second communication interface board (1-3) and train;Wherein,
[0006] The first communication interface board (1-1) is configured to receive the state data, the line data, the ATP enabling information and the door opening permission information sent by the ATP, and send the received state data, the line data and the ATP enabling information to the ATO master control board (1-2); receive the departure indication light state from the ATO master control board (1-2), and send the departure indication light state to the 3U cage (1-4); receive the departure button pressing state and the door state from the train, and send the departure button pressing state and the door state to the ATO master control board (1-2);
[0007] The ATO master control board (1-2) is configured to start itself according to the received ATP enabling information and the door state; send the first traction braking level corresponding to the received line data and the departure button pressing state to the second communication interface board (1-3) according to the state data; receive the speed information from the analog quantity acquisition board (1-5), and send the second traction braking level corresponding to the speed information to the second communication interface board (1-3); and send the door opening and closing command to the second communication interface board (1-3) according to the received door opening permission information;
[0008] The second communication interface board (1-3) is configured to send the received first traction braking level and the second traction braking level to the 3U cage (1-4); and send the received door opening and closing command to the relay board (1-6);
[0009] The 3U cage (1-4) is configured to send the received first traction braking level and the second traction braking level to the train; send the received departure indication light state to the train; and send the received door state and the departure button pressing state to the first communication interface board (1-1);
[0010] The analog quantity acquisition board (1-5) is configured to receive the speed signal of the speed sensor installed on the train, obtain the speed information according to the received speed signal, and send the obtained speed information to the ATO master control board (1-2);
[0011] The relay board (1-5) is configured to transmit the received door opening and closing command to the train.
[0012] The connection of the first communication interface board 1-1 and the ATP device in the embodiment of the present disclosure only needs to modify the software of the ATP device for adaptation, without changing the hardware of the ATP device, and the modification of the automatic driving system is easy to implement, the network composed of the first communication interface board 1-1 and the second communication interface board 1-3 can adapt the motor train unit with a traction brake interface being a relay, a current loop, a voltage loop, a multifunction vehicle bus or a real-time Ethernet; the communication interface expansion is realized by using the first communication interface board 1-1 and the second communication interface board 1-3, without additional design of the communication interface board, so as to be applicable to a scene containing multiple communication interfaces; the first communication interface board 1-1 and the second communication interface board 1-3 are respectively connected to each component of the automatic driving network, the speed sensor signal is collected by the analog quantity acquisition board 1-5, the first traction brake level and the second traction brake level are determined by the ATO master control board 1-2 according to the line data, the pressed state of the departure button and the speed information, the door opening and closing control is performed after stopping at the station, and the ATO vehicle control logic is realized; the ATO master unit 1 can be used to realize the automatic driving of the high-speed railway including the existing CTCS-2 level ATP device of 200-250 kilometers per hour, and can also be applicable to the line, passenger dedicated line and intercity line of the existing line reconstruction C2 in China, the train operation efficiency is improved by the ATO master unit 1, the driver's work intensity is reduced, and the passenger's riding experience is improved.
[0013] Other features and advantages of the present application will be set forth in the following description of the application, and in part will become apparent to those skilled in the art upon examination of the following or can be learned by practice of the application. The objects and other advantages of the application can be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings. BRIEF DESCRIPTION OF DRAWINGS
[0014] The accompanying drawings are included to provide a further understanding of the present application and are incorporated in and constitute a part of this specification, illustrate embodiments of the present application and serve to explain the principles of the present application, and do not limit the technical scheme of the present application.
[0015] Figure 1 It is a structural block diagram of the automatic driving controller of the present application.
[0016] Figure 2 It is a schematic diagram of the 6U cage composition of the embodiment of the present disclosure.
[0017] Figure 3 It is a system connection schematic diagram of the automatic driving controller of the present application. DETAILED DESCRIPTION
[0018] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in detail below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.
[0019] Figure 1 This is a structural block diagram of the automatic driving controller of this utility model, which can be adapted to EMUs with traction braking interfaces of relays, current loops, voltage loops, multi-function vehicle buses, or real-time Ethernet, such as... Figure 1 As shown, it includes: Automatic Automated Train Operation (ATO) main unit 1. ATO main unit 1 includes the following boards: a first communication interface board 1-1 connected to the Train Control Onboard Equipment (ATP), an ATO main control board 1-2, a second communication interface board 1-3 connected to the train, a 3U engine cage 1-4, an analog signal acquisition board 1-5, and a relay board 1-6. The first communication interface board 1-1 is connected to the ATO main control board 1-2, the ATO main control board 1-2 is connected to the second communication interface board 1-3, the 3U engine cage 1-4 bridges the train with the first communication interface board 1-1 and the second communication interface board 1-3, the ATO main control board 1-2 is connected to the analog signal acquisition board 1-5, and the relay board 1-6 bridges the second communication interface board 1-3 and the train.
[0020] The first communication interface board 1-1 is configured to: receive status data, line data, ATP enable information, and door opening permission information sent from ATP; and send the received status data, line data, and ATP enable information to the ATO main control board 1-2; receive the departure indicator light status from the ATO main control board 1-2; and send the departure indicator light status to the 3U engine cage 1-4; and receive the departure button press status and door status from the train; and send the departure button press status and door status to the ATO main control board 1-2.
[0021] The ATO main control board 1-2 is configured to: activate itself based on the received ATP enable information and door status; send the first traction braking level corresponding to the received line data and the start button press status to the second communication interface board 1-3 based on the status data; receive speed information from the analog acquisition board 1-5 and send the second traction braking level corresponding to the speed information to the second communication interface board 1-3; and send the door opening / closing command to the second communication interface board 1-3 based on the received door opening permission information.
[0022] The second communication interface board 1-3 is configured to: send the received first traction braking level and second traction braking level to the 3U engine cage 1-4; and send the received door opening and closing commands to the relay board 1-6.
[0023] 3U machine cage 1-4 is configured to send the received first traction brake level and second traction brake level to the train; send the received departure indicator light state to the train; send the received door state and departure button pressed state to the first communication interface board 1-1;
[0024] The analog quantity acquisition board 1-5 is configured to receive the speed signal of the speed sensor installed on the train, obtain speed information according to the received speed signal, and send the obtained speed information to the ATO main control board 1-2.
[0025] The relay board 1-5 is configured to transmit the received switch door command to the train.
[0026] The connection of the first communication interface board 1-1 and the ATP device in the embodiment of the present disclosure only needs to modify the software of the ATP device for adaptation, without changing the hardware of the ATP device, and the modification of the automatic driving system is easy to implement. The network composed of the first communication interface board 1-1 and the second communication interface board 1-3 can adapt to the motor train set with traction brake interface of relay, current loop, voltage loop, multifunction vehicle bus or real-time Ethernet; the communication interface expansion is realized by using the first communication interface board 1-1 and the second communication interface board 1-3, without additional design of the communication interface board, which can be applied to the scene containing multiple communication interfaces; the first communication interface board 1-1 and the second communication interface board 1-3 are respectively connected to each component of the automatic driving network, the speed sensor signal is collected by the analog quantity acquisition board 1-5, the first traction brake level and the second traction brake level are determined by the ATO main control board 1-2 according to the line data, the departure button pressed state and the speed information, the door control is performed after entering the station and stopping, and the ATO control logic is realized; the ATO main unit 1 can be used to realize the high-speed railway automatic driving of the existing CTCS-2 level ATP device including 200-250 kilometers per hour, and can also be applied to the existing line reconstruction C2 line, passenger dedicated line and intercity line. The train operation efficiency is improved, the driver's work intensity is reduced, and the passenger's riding experience is improved by the ATO main unit 1.
[0027] The state data of the embodiment of the present disclosure sends the first traction brake level corresponding to the received line data and the state of the departure button press to the second communication interface board 1-3, including determining whether the condition of ATO automatic driving is met according to the state data, at this time, the ATO master control board 1-3 sends the first traction brake level corresponding to the received line data and the state of the departure button press to the train, wherein the condition of ATO automatic driving is determined according to the state data, which is the same as the ATO master control board of other types of trains, for example, the first data, the second data and the third data are contained in the state data, and whether the ATO automatic driving condition is met is determined by comparing whether the values of the first data, the second data and the third data are within the pre-set value range; the ATP of the embodiment of the present disclosure determines the door opening permission information according to the stop point information, at this time the train is stopped and stabilized, at this time, when the ATO master control board 1-3 receives the door opening permission information, the switch door command is sent to the second communication interface board 1-3; the switch door command of the embodiment of the present disclosure is sent to the train to trigger the train to open and close the door according to the switch door command.
[0028] It should be noted that, in the embodiment of the present disclosure, the corresponding control curve information is determined according to the line data and the state of the departure button press according to the related design of rail transit control; the corresponding first traction brake level is determined according to the determined control curve information; the control curve information corresponding to different line data can be determined according to the previously determined mapping relationship information, and correspondingly, the first traction brake level corresponding to the control curve information and the second traction brake level corresponding to the speed information can be determined based on the control rules of the related technical rail transit; the above-mentioned corresponding relationship can be stored in a loadable table or file, and can be loaded in the application process.
[0029] The switch door command in the embodiment of the present disclosure includes: open left side door and open right side door commands, and the relay board 1-5 is used to realize the output of the open left side door and open right side door commands to the train.
[0030] In an exemplary example, the embodiment of the present disclosure controls the running speed of the train, including: controlling the acceleration, deceleration or idling of the train.
[0031] In an exemplary example, the speed sensor signal of the embodiment of the present disclosure can include a speed sensor pulse or an accelerometer signal.
[0032] In an exemplary example, the automatic driving controller of the embodiment of the present disclosure further includes: a first power board 1-7 and a second power board 1-8; wherein,
[0033] The first power board 1-7 is configured to convert 110-volt power of the train into 24-volt power;
[0034] The second power panel 1-8 is configured to convert 24 volts into 5 volts or 15 volts to supply power to the board cards in the ATO master unit 1.
[0035] In an exemplary example, the automatic driving controller further comprises an external connector board 2 connected to the ATO master unit 1 and the train, configured to connect to an external power supply and receive external data.
[0036] In an exemplary example, the automatic driving controller further comprises an ATO slave unit 3 in master-slave redundant deployment with the ATO master unit 1; the board cards contained in the ATO master unit 1 and the ATO slave unit 3 are distinguished, and the board cards contained in the ATO slave unit 3 are distinguished and identified by using a number 3-X, where X corresponds to the board cards contained in the ATO master unit 1, for example, the first communication board contained in the ATO master unit 1 is 1-1, and the first communication board contained in the ATO slave unit 3 is 3-1.
[0037] In an exemplary example, the ATO master unit 1 has a first switch 1-9 and the ATO slave unit 3 has a second switch 3-9, which are respectively used for power on-off control; the first switch 1-9 and the second switch 3-9 are both independent switches, and single-system independent power-on and power-off are realized through the independent switches; the first switch 1-9 and the second switch 3-9 can be circuit breakers.
[0038] In an exemplary example, the ATO master unit 1 is a standard 6U cage, and correspondingly, the ATO slave unit 3 is a standard 6U cage structure; for the currently widely used CTCS-2 level ATP equipment, Figure 2 A schematic diagram of the 6U cage according to the embodiment of the present disclosure is shown in Figure 2 The ATO master unit 1 can adopt a standard 19-inch 6U cage, which is convenient for installation in an ATP equipment cabinet; the board cards in the ATO master unit 1 are standard 5TE, 7TE, 8TE or 10TE modules, which are convenient for installation in the 6U cage.
[0039] In an example, the ATO master unit 1 and the ATO slave unit 3 of the utility model embodiment share: 3U machine cage 1-4; the 3U machine cage 1-4 is further provided to transmit extended traction signals and brake signals, input and output ATO function related relay signals; for example, for adapting the train with existing full relay interface, the 3U relay machine cage is extended, and the first communication interface board 1-1 or the second communication interface board 1-3 extends DI and DO signals through the 3U machine cage 1-4, for example, transmits ten levels of traction signals from the first level to the tenth level and seven levels of brake signals from the first level to the seventh level. The 3U machine cage designed for the existing motor train unit supporting only relay interface can well extend multiple relay signals to meet the output of automatic driving traction and brake commands; the 3U machine cage of the utility model embodiment can be a standard machine cage.
[0040] Figure 3 The system connection schematic diagram of the automatic driving controller of the utility model is shown in FIG. 1, ATO unit 1 is connected with CTCS2-200H type train control vehicle-mounted equipment, the ATO master unit 1 and the ATO slave unit 3 realize inter-system communication through the RS422 between the systems, and the two systems of the ATO respectively realize communication with the two systems of the ATP through RS422; at the same time, the ATO master unit 1 and the ATO slave unit 3 communicate with the ATP through the common RS422 interface in the ATP equipment, can support long-distance communication, and support the ATO master unit 1 and the ATO slave unit 3 to be independently installed outside the cabinet.
[0041] In the description in the utility model, it needs to be explained that the terms "upper", "lower", "one side", "the other side", "one end", "the other end", "edge", "opposite", "four corners", "periphery", "mouth" structure" and the like indicate the orientation or positional relationship shown in the drawing, which is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the structure indicated has a specific orientation, is constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.
[0042] In the description of the utility model embodiment, unless otherwise explicitly specified and limited, the terms "connection", "direct connection", "indirect connection", "fixed connection", "installation", "assembly" should be understood broadly, for example, can be fixed connection, or detachable connection, or integrally connected; the terms "installation", "connection", "fixed connection" can be directly connected, or indirectly connected through an intermediate medium, or the communication inside two elements. For ordinary skilled persons in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.
[0043] Although the disclosed embodiments of the present application are as above, the content described is only the adopted embodiments for facilitating the understanding of the present application, and is not used to limit the present application. Any person skilled in the art of the present application, without departing from the spirit and scope of the present application disclosed, can make any modification and change in the implementation form and details, but the patent protection scope of the present application shall be subject to the definition of the appended claims.
Claims
1. An automatic driving controller, adaptable to EMUs with traction and braking interfaces of relays, current loops, voltage loops, multi-function vehicle buses, or real-time Ethernet, characterized in that, include: The Automatic Train Operation (ATO) main unit (1) includes the following boards: a first communication interface board (1-1) connected to the Train Control Onboard Equipment (ATP), an ATO main control board (1-2), a second communication interface board (1-3) connected to the train, a 3U engine cage (1-4), an analog signal acquisition board (1-5), and a relay board (1-6). The first communication interface board (1-1) is connected to the ATO main control board (1-2), the ATO main control board (1-2) is connected to the second communication interface board (1-3), the 3U engine cage (1-4) bridges the train with the first communication interface board (1-1) and the second communication interface board (1-3), the ATO main control board (1-2) is connected to the analog signal acquisition board (1-5), and the relay board (1-6) bridges the second communication interface board (1-3) and the train. The first communication interface board (1-1) is configured to: receive status data, line data, ATP enable information, and door opening permission information from the ATP; and send the received status data, line data, and ATP enable information to the ATO main control board (1-2); receive the departure indicator light status from the ATO main control board (1-2); and send the departure indicator light status to the 3U engine cage (1-4); and receive the departure button press status and door status from the train; and send the departure button press status and door status to the ATO main control board (1-2). The ATO main control board (1-2) is configured to: start itself based on the received ATP enable information and door status; send the first traction braking level corresponding to the received line data and the start button press status to the second communication interface board (1-3) based on the status data; receive speed information from the analog acquisition board (1-5) and send the second traction braking level corresponding to the speed information to the second communication interface board (1-3); and send the door opening / closing command to the second communication interface board (1-3) based on the received door opening permission information. The second communication interface board (1-3) is configured to: send the received first traction braking level and second traction braking level to the 3U engine cage (1-4); and send the received door opening and closing commands to the relay board (1-6). The 3U engine cage (1-4) is configured to: send the received first traction braking level and second traction braking level to the train; send the received departure indicator light status to the train; and send the received door status and departure button pressed status to the first communication interface board (1-1). The analog signal acquisition board (1-5) is configured to receive the speed signal from the speed sensor installed on the train, obtain speed information based on the received speed signal, and send the obtained speed information to the ATO main control board (1-2). The relay board (1-5) is configured to transmit the received door opening / closing command to the train.
2. The automatic driving controller according to claim 1, characterized in that, The autonomous driving controller further includes: a first power board (1-7) and a second power board (1-8); wherein, The first power board (1-7) is configured to convert the train's 110 volts to 24 volts; The second power board (1-8) is configured to convert 24 volts to 5 volts or 15 volts to power the boards in the ATO main unit (1).
3. The automatic driving controller according to claim 1, characterized in that, The automatic driving controller also includes an external connector board (2) connecting the ATO main unit (1) and the train, configured as follows: Connect to an external power source and receive external data.
4. The automatic driving controller according to claim 1, characterized in that, The ATO main unit (1) is a standard 6U chassis.
5. The automatic driving controller according to claim 1, characterized in that, The boards in the ATO main unit (1) belong to the following standard 5TE, 7TE, 8TE or 10TE modules.
6. The automatic driving controller according to any one of claims 1 to 5, characterized in that, The autonomous driving controller also includes: ATO slave unit (3) and ATO master unit (1) are deployed in a master-slave redundant manner.
7. The automatic driving controller according to claim 6, characterized in that, The ATO main unit (1) has a first switch (1-9) for power on / off control.
8. The automatic driving controller according to claim 6, characterized in that, The ATO slave unit (3) has a second switch (3-9) for power on / off control.
9. The automatic driving controller according to claim 6, characterized in that, The ATO master unit (1) and the ATO slave unit (3) share the 3U chassis (1-4), and the 3U chassis (1-4) is further configured as follows: Transmit extended traction and braking signals; input and output relay signals related to ATO function.