CN107977000B - Automatic driving system of railway locomotive - Google Patents
Automatic driving system of railway locomotive Download PDFInfo
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Abstract
The invention relates to an automatic driving system of a railway locomotive, wherein a signal information acquisition module is responsible for acquiring locomotive information required by automatic driving of the railway locomotive, transmitting the locomotive information to a train ATO system and sending the locomotive information to a train driver for monitoring control through a human-computer interaction module; the train ATO system calculates an optimized operation gear sequence controlled by the locomotive according to the locomotive information sent by the signal information acquisition module, sends a locomotive control operation command sequence to the man-machine interaction module, and the man-machine interaction module informs a train driver to perform manual/automatic operation safety switching according to the locomotive control operation command sequence; the train ATO system receives the instruction of a train driver through the man-machine interaction module and sets the manual/automatic converter according to the instruction. The invention well integrates the train ATO system and the existing vehicle-mounted system, can obtain an optimized locomotive control sequence, and can realize the automatic driving of the railway locomotive according to the locomotive control sequence.
Description
Technical Field
The invention relates to the field of railway transportation scheduling, in particular to an automatic driving system of a railway locomotive.
Background
The railway locomotive is used as a common vehicle and has the characteristics of large traffic volume, high speed, long transportation distance and the like. Along with the rapid increase of personnel flow and cargo flow among various regions, the requirements of safety, stability and energy conservation are provided for locomotive driving. For a non-automatically driven railway locomotive, the defects of low average running speed, poor safety, inaccurate parking and the like exist, and the driving technology of a driver seriously influences the running condition of the train. The driver driving technology depends on long-term practice and continuously accumulated experience, and is only used to driving on one line, so that the optimal control effect is difficult to achieve. Therefore, the need for realizing automatic driving of the railway locomotive is more and more urgent for the existing situation.
At present, an ATO system is only applied to urban rail transit, and the research on an intercity railway ATO system is relatively blank. Compared with urban rail transit, the inter-city railway has more complex and changeable environmental factors, longer running distance and more complex line scheduling, thereby realizing higher difficulty in automatic driving of railway locomotives.
Disclosure of Invention
The invention aims to provide an automatic driving system of a railway locomotive, which can well integrate an ATO system of a train with the existing vehicle-mounted system and realize the automatic driving of the railway locomotive by combining locomotive information, line established state information and real-time running information.
The purpose of the invention is realized by the following technical scheme:
the invention provides a railway locomotive automatic driving system, which comprises:
the system comprises a signal information acquisition module, a man-machine interaction module and a train ATO system;
the signal information acquisition module is responsible for acquiring locomotive information required by automatic driving of the railway locomotive and transmitting the locomotive information to the train ATO system; the information is sent to a train driver through a man-machine interaction module for monitoring control;
the train ATO system obtains an optimized operation gear sequence controlled by a locomotive through optimized calculation according to locomotive information sent by a signal information acquisition module, sends the locomotive control operation command sequence to a man-machine interaction module, and the man-machine interaction module informs a train driver to perform manual/automatic operation safety switching according to the locomotive control operation command sequence;
the train ATO system receives an instruction of a train driver through a man-machine interaction module and sets the manual/automatic converter according to the instruction.
More preferably, the signal information acquisition module includes:
the train dispatching centralized command control system, the vehicle-mounted locomotive operation monitoring device, the train microcomputer network control system and the remote signal transmission device;
the train dispatching centralized command control system is responsible for collecting dispatching command information; the information is transmitted to the man-machine interaction module to inform a train driver, and is transmitted to the train ATO system through the remote signal transmission device;
the vehicle-mounted locomotive operation monitoring device is responsible for acquiring line information and real-time locomotive operation condition information; transmitting information to the man-machine interaction module to be presented to a train driver, and simultaneously transmitting the information to the train ATO system;
the train microcomputer network control system is used for acquiring locomotive performance characteristic information; and transmitting the information to the man-machine interaction module to be presented to a train driver and simultaneously transmitting the information to the train ATO system.
More preferably, the human-computer interaction module comprises: an interaction unit; a train driver sends a manual/automatic control instruction to the train ATO system through the interaction unit; and after receiving the manual/automatic control command, the train ATO system sets the manual/automatic converter to be in manual operation or automatic operation according to the control command.
More preferably, the human-computer interaction module comprises:
the voice equipment receives the locomotive dispatching command information transmitted by the signal information acquisition module and informs a train driver of the locomotive dispatching command information for monitoring the running state of the train;
and/or the presence of a gas in the gas,
the LKJ display receives the real-time running condition information of the locomotive transmitted by the signal information acquisition module and presents the real-time running condition information to a train driver for monitoring the running state of the train;
and/or the presence of a gas in the gas,
and the TCMS display receives the locomotive performance characteristic information transmitted by the signal information acquisition module and presents the locomotive performance characteristic information to a train driver for monitoring the running state of the train.
More preferably, the human-computer interaction module comprises: an air brake operator; the air brake manipulator sends a manipulation instruction to a train ATO system according to the air brake manipulation action of a train driver; and after the train ATO system receives the operation instruction, setting the manual/automatic converter as manual operation.
More preferably, the human-computer interaction module further comprises: a driver controller; the driver controller sends a manual operation instruction to the train ATO system according to the operation action of a train driver operating a gear control handle; and the train ATO system sets the manual/automatic converter to be manually operated according to the manual operation instruction.
More preferably, the train ATO system outputs the steering command signal in the same format as the steering command signal output from the driver controller of the existing locomotive.
More preferably, the train ATO system includes:
the system comprises a real-time interaction unit and an optimization calculation unit;
the train ATO system receives locomotive information for automatic control calculation from the signal information acquisition module through the real-time interaction unit; and the optimization calculation unit performs optimization calculation under multiple constraints and multiple targets by using the locomotive information to obtain a locomotive control command sequence.
The real-time interaction unit interacts with a human-computer interaction module to inform a train driver to realize manual/automatic control safety switching according to the locomotive control command sequence;
the real-time interaction unit interacts with the man-machine interaction module to obtain an operation action signal of a train driver, and sets manual/automatic operation according to the operation action signal.
More preferably, the process of performing the optimization calculation by the optimization calculation unit under the multi-constraint multi-objective by using the locomotive information comprises the following steps:
firstly, taking locomotive information and historical data of a driver driving a locomotive as input, mining driving operation by using a sequence mode mining technology, guiding current target optimization calculation, pre-planning a locomotive driving gear and a speed curve, and obtaining an initial locomotive automatic driving optimization curve;
secondly, performing secondary optimization adjustment on a pre-planned initial optimization curve according to the locomotive information received in real time, so that the locomotive automatic driving optimization curve meets the requirements of speed limit, timetable and time deviation;
on the basis of the locomotive automatic driving optimization curve adjusted based on speed limit, a timetable and time deviation, the optimization curve is adjusted and modified according to the requirements of frequent gear shifting and step-by-step gear shifting to generate the locomotive automatic driving optimization control curve meeting multiple constraint conditions.
The technical scheme of the invention can show that the invention has the following technical effects:
the invention combines the existing vehicle-mounted device of the locomotive in China to the maximum extent, and well integrates the ATO system of the train and the existing vehicle-mounted system according to the specific situation of the railway line, wherein the ATO system of the train and the existing vehicle-mounted system comprise the information acquisition and sharing of the vehicle-mounted monitoring system, the microcomputer network control system and the dispatching system of the train of the original locomotive and the system integration of a human-computer interaction unit.
The format of the operation command signal output by the ATO system of the train is the same as that of the operation command signal output by the driver controller of the existing locomotive. Thus, the train ATO system simulates the output of the driver controller, can minimize the modification of the existing locomotive control system, and reasonably replaces the driver controller of the existing locomotive.
The optimization calculation of the train ATO system combines and considers locomotive information, line established state information and real-time operation information, can obtain an optimized locomotive control operation sequence, and can realize the automatic driving of the railway locomotive according to the locomotive control operation sequence.
Drawings
FIG. 1 is a schematic structural diagram of an automatic driving system for a railway locomotive according to the present invention.
Detailed Description
The technical solution of the present invention will be further described in detail with reference to the accompanying drawings.
Example one
The invention provides an automatic driving system of a railway locomotive, which combines the existing vehicle-mounted device of the locomotive, namely is connected with the existing vehicle-mounted locomotive operation monitoring device, a train microcomputer network control system and a driver controller, receives information in various aspects such as locomotive performance, operation condition, line condition, dispatching command and the like, simulates the driving operation of a driver, outputs an optimized operation instruction of the locomotive, including air braking operation control, realizes accurate and reasonable automatic driving control of the locomotive, simultaneously monitors the driver operation, realizes real-time interaction with the driver, and flexibly switches between manual control and automatic control, thereby ensuring the safe operation of the locomotive.
The structure of the automatic driving system for railway locomotives is shown in fig. 1, and comprises: the system comprises a signal information acquisition module, a man-machine interaction module and a train ATO system.
The signal information acquisition module is mainly responsible for acquiring locomotive information required by automatic driving of the railway locomotive and transmitting the locomotive information to the train ATO system. Meanwhile, the signal information acquisition module also sends information to a driver through the man-machine interaction module so that the driver can conveniently monitor and control. The train ATO system obtains an optimized operation gear sequence controlled by a locomotive through optimized calculation according to locomotive information sent by a signal information acquisition module, sends the locomotive control operation command sequence to a man-machine interaction module, and the man-machine interaction module informs a train driver to perform manual/automatic operation safety switching according to the locomotive control operation command sequence; the train ATO system receives a control instruction or a manipulation instruction of a train driver through a man-machine interaction module, and sets the manual/automatic converter according to the instruction.
The functions of the modules are as follows:
signal information acquisition module
The signal information acquisition module is mainly divided into three parts: train dispatching centralized command control system, vehicle-mounted locomotive operation monitoring device, train microcomputer network control system and remote signal transmission device.
The train dispatching centralized command control system mainly completes the sending, recording and analysis of dispatching command information, including train running time table, station entering and leaving time, stopping time, target speed, target distance, dispatching command information and the like. The train dispatching centralized command control system comprises ground transmission equipment (such as wheel sensors, ground antennas, a ground network system and the like) and vehicle-mounted transmission equipment (such as vehicle-mounted sensors, vehicle-mounted antennas and the like). On one hand, scheduling information is transmitted to a human-computer interaction module through the ground transmission equipment and the vehicle-mounted transmission equipment, and the human-computer interaction module informs a train driver based on the existing voice equipment; on the other hand, the scheduling information is transmitted to the train ATO system through the remote signal transmission device. The remote signal transmission device is divided into two sending units, wherein the first sending unit is used for sending scheduling information to the locomotive through a General Packet Radio Service (GPRS) network; the second sending unit is used for sending the dispatching information to the locomotive through a Wireless Local Area Network (WLAN).
The vehicle-mounted locomotive operation monitoring device, such as LKJ2000 and CTCS2 equipment, is mainly responsible for acquiring line information and real-time locomotive operation condition information. The device transmits the line information and the real-time running state information of the locomotive to the human-computer interaction module, presents the information to a train driver through the LKJ display so that the driver can monitor and master the running state in real time, and transmits the information to the train ATO system.
The train microcomputer network control system, such as CTMS, is connected through a serial port line or a CAN bus and is used for acquiring locomotive information, which mainly comprises locomotive performance characteristic information, on one hand, the system transmits the locomotive performance characteristic information to a human-computer interaction module, and the human-computer interaction module presents the locomotive performance characteristic information to a train driver through a TCMS display; and on the other hand, transmitting the locomotive performance characteristic information to the train ATO system.
Two, man-machine interaction module
The human-computer interaction module comprises an interaction unit and a hand/automatic converter, and can further comprise one or more of a voice device, an LKJ display and a TCMS display.
The train driver receives the dispatching, the real-time train running condition, the line information and the locomotive performance characteristic information through the voice device, the LKJ display and the TCMS display, and monitors and controls the train running condition in real time.
In order to realize that the train driver actively operates the train, the man-machine interaction module further comprises an air brake manipulator or a driver controller.
The train operator can interact with the train ATO system through the interaction unit, the air brake operator and the operator controller, respectively. The specific implementation conditions are as follows:
and after receiving the manual/automatic control command, the train ATO system sets the manual/automatic converter to be manually operated or automatically operated according to the command.
The hidden danger such as too high speed may appear in the train driving process, and the train driver needs to start the air brake manipulator to carry out braking operation under the situation, and the air brake manipulator sends the air brake operation command to the train ATO system according to the braking operation action of the train driver, and the train ATO system sets the manual/automatic converter to be manual operation after receiving the operation command.
A train driver operates the gear handle through a driver controller according to needs, the driver controller sends a manual operation command to the train ATO after receiving the operation action of the driver, and the manual/automatic converter is set to be in manual operation.
The manual/automatic converter is a relay sequence which is respectively connected with an output interface of a driver controller of the existing locomotive and an output interface of a train ATO system for data communication. The format of the operation command signal output by the ATO system of the train is the same as that of the operation command signal output by the driver controller of the existing locomotive. The control command signal is switched between the driver controller and the train ATO system through the manual/automatic converter, so that the train ATO system is completely parallel to the driver controller of the existing locomotive, the safe switching between manual driving and automatic control driving is realized, and the driver controller has higher control right.
ATO system for three-wheeled vehicles
The train ATO system is a core module of the automatic driving system of the railway locomotive. The train ATO system is juxtaposed to the driver control input but has lower control authority than the driver. The train ATO system mainly comprises an optimization calculation unit and a real-time interaction unit.
The optimization calculation unit is mainly responsible for two steps of preplanning and intelligent operation, and calculates to obtain an optimal locomotive operation gear sequence, wherein the sequence format is completely the same as the information output format of the existing locomotive driver controller. The real-time interaction unit interacts with a locomotive driver to realize manual and automatic control safety switching.
The train ATO system module can receive the following two types of information through the real-time interaction unit:
one type of information is locomotive information used for automatic control calculations.
The real-time interactive unit receives dispatching information from the train dispatching centralized command control system, real-time train running condition and line information from the vehicle-mounted locomotive running monitoring device and locomotive performance characteristic information from the train microcomputer network control system. The train ATO system receives the locomotive information, and performs optimization calculation under multiple constraints and multiple targets through the optimization calculation unit to obtain a locomotive control command sequence.
In the optimization calculation process, a train ATO system firstly takes locomotive information, line information and historical data of a driver driving a locomotive as input, and uses a sequence mode mining technology to mine driving operation for guiding the current target optimization calculation and pre-planning a locomotive driving gear and speed curve, namely an initial optimization curve. Secondly, performing secondary optimization adjustment on the pre-planned initial optimization curve according to the received information such as the line speed limit information, the scheduling signals and the like, so that the locomotive automatic driving optimization curve meets the requirements of speed limit, timetable, time deviation and the like. In addition to the above-mentioned limiting conditions, the locomotive should meet the requirements of stable and safe operation, and after the adjustment based on speed limit, schedule and time deviation, the optimization curve is adjusted and modified according to the requirements of frequent gear shifting and step-by-step gear shifting to generate the final preplanned optimization operation curve meeting the multiple constraint conditions. In the running process of the train, the train ATO system receives the temporary speed limit and temporary scheduling signal information, applies an intelligent operation algorithm such as a PID control algorithm, calculates in real time to obtain a current optimal operation gear sequence, and can ensure the optimization result of the system when errors exist in train marshalling, load, locomotive characteristic parameters and external factors. In the optimization calculation process of the train ATO system, the specifically used locomotive running physical model is as follows:
t(0)＝0，t(S)＝T
v(0)＝v(S)＝0
wherein S is the distance of train operation, T is the scheduling operation time, x is the current position of the train and x is more than or equal to 0 and less than or equal to S, v or v (x) is the current running speed of the train, p (x) is the traction power of the train, M is the total traction weight of the train, w is the total traction weight of the train0(v) Is the unit running basic resistance when the train speed is v, r is the train pipe decompression amount, v0For initial speed of braking, bb(r，v，v0) Theta(s) is a function of the mass density of the train at a distance s from the head of the train for a resultant force per unit of braking, g (x-s) represents the additional resistance of the line at a distance s from the head of the train, and LeIs the length of the train or trains,
the unit of weight added resistance is shown, and t is the running time of the train.
The second type of information is driver interaction information received by the train ATO system.
The input port of the train ATO system is connected with the output ports of the man-machine interaction unit, the air brake manipulator and the driver controller, and the train ATO system receives a driver control command and correspondingly sets the manual/automatic converter according to the command.
The train operator sends a manual control instruction through the interaction unit, the train ATO system receives the instruction through the real-time interaction unit and then switches the manual/automatic converter to a manual control gear sequence, and the output of the operator controller is received and used as the train control gear sequence. The train driver can also send an automatic control instruction through the interactive unit, the train ATO system receives the instruction and then switches the manual/automatic converter to an automatic control gear sequence, and the control sequence of the optimization calculation unit of the train ATO system is output as a train control gear sequence. The driver starts the air brake manipulator, and the ATO system receives the output of the air brake manipulator, switches the manual/automatic converter to a manual control gear sequence and receives the air brake operation of the driver. The driver directly operates the driver controller, the automatic manual converter is set to be manually operated after the train ATO system receives the operation of the driver controller, and the train is controlled by the train driver.
The invention combines the train ATO system and the existing vehicle-mounted system based on the existing vehicle-mounted device of the locomotive in China, comprehensively considers the established state information and the real-time running information of the locomotive and the line and the dispatching signal instruction, optimizes the control operation, simulates the control of a driver, and simultaneously realizes the safe and seamless switching of the train ATO system and the control of the driver.
Although the present invention has been described in terms of the preferred embodiment, it is not intended that the invention be limited to the embodiment. Any equivalent changes or modifications made without departing from the spirit and scope of the present invention also belong to the protection scope of the present invention. The scope of the invention should therefore be determined with reference to the appended claims.
Claims (6)
1. An automatic railroad locomotive steering system, comprising:
the system comprises a signal information acquisition module, a man-machine interaction module and a train ATO system;
an input port of the train ATO system is connected with output ports of a human-computer interaction unit, an air brake manipulator and a driver controller in a human-computer interaction module;
the signal information acquisition module is responsible for acquiring locomotive information required by automatic driving of the railway locomotive and transmitting the locomotive information to the train ATO system; the information is sent to a train driver through a man-machine interaction module for monitoring control;
the information received by the train ATO system includes: the signal information acquisition module transmits locomotive information for automatic control calculation and a driver control instruction transmitted by the human-computer interaction module; the driver maneuver instruction includes: the man-machine interaction unit, the air brake manipulator and the control instruction transmitted by the driver controller;
the train ATO system obtains an optimized operation gear sequence controlled by a locomotive through optimization calculation according to locomotive information sent by a signal information acquisition module, sends the optimized operation gear sequence controlled by the locomotive to a man-machine interaction module, and the man-machine interaction module informs a train driver to perform manual/automatic operation safety switching according to the optimized operation gear sequence controlled by the locomotive;
the train ATO system receives a train driver operating instruction through a man-machine interaction module, and sets a manual/automatic converter according to the train driver operating instruction:
after receiving a manual control instruction transmitted by a train driver through a man-machine interaction unit, the train ATO system switches the manual/automatic converter to a manual control gear sequence and receives the output of a driver controller as a train control gear sequence;
after receiving an automatic control instruction sent by a train driver through a man-machine interaction unit, the train ATO system switches the manual/automatic converter to an automatic control gear sequence, and the control sequence of the optimization calculation unit of the train ATO system is output as a train control gear sequence;
after receiving an operation instruction output by an air brake manipulator, the train ATO system switches a manual/automatic converter to a manual control gear sequence, and a driver performs air brake operation;
after receiving an operation instruction output by a driver controller, the train ATO system sets the manual-automatic converter to be manually operated, and a train driver controls the train.
2. The railroad locomotive autopilot system of claim 1 wherein said signal information acquisition module comprises:
the train dispatching centralized command control system, the vehicle-mounted locomotive operation monitoring device, the train microcomputer network control system and the remote signal transmission device;
the train dispatching centralized command control system is responsible for collecting dispatching command information; the information is transmitted to the man-machine interaction module to inform a train driver, and is transmitted to the train ATO system through the remote signal transmission device;
the vehicle-mounted locomotive operation monitoring device is responsible for acquiring line information and real-time locomotive operation condition information; transmitting information to the man-machine interaction module to be presented to a train driver, and simultaneously transmitting the information to the train ATO system;
the train microcomputer network control system is used for acquiring locomotive performance characteristic information; and transmitting the information to the man-machine interaction module to be presented to a train driver and simultaneously transmitting the information to the train ATO system.
3. The railroad locomotive autopilot system of claim 2 wherein said human machine interface module comprises:
the voice equipment receives the locomotive dispatching command information transmitted by the signal information acquisition module and informs a train driver of the locomotive dispatching command information for monitoring the running state of the train;
and/or the presence of a gas in the gas,
the LKJ display receives the real-time running condition information of the locomotive transmitted by the signal information acquisition module and presents the real-time running condition information to a train driver for monitoring the running state of the train;
and/or the presence of a gas in the gas,
and the TCMS display receives the locomotive performance characteristic information transmitted by the signal information acquisition module and presents the locomotive performance characteristic information to a train driver for monitoring the running state of the train.
4. The automatic railroad locomotive driving system of claim 1, wherein the train ATO system outputs a steering command signal having the same format as a steering command signal output from an operator control of an existing locomotive.
5. The railroad locomotive autopilot system of claim 1 wherein said train ATO system comprises:
the system comprises a real-time interaction unit and an optimization calculation unit;
the train ATO system receives locomotive information for automatic control calculation from the signal information acquisition module through the real-time interaction unit; the optimization calculation unit performs optimization calculation under multiple constraints and multiple targets by using the locomotive information to obtain an optimized operation gear sequence controlled by the locomotive;
the real-time interaction unit interacts with the man-machine interaction module to inform a train driver to realize manual/automatic control safety switching according to the optimized control gear sequence controlled by the locomotive;
the real-time interaction unit interacts with the man-machine interaction module to obtain an operation action signal of a train driver, and sets manual/automatic operation according to the operation action signal.
6. The automatic driving system for railway locomotive according to claim 5, wherein said optimization calculation unit performing optimization calculation under multi-constraint multi-objective using said locomotive information comprises:
firstly, taking locomotive information and historical data of a driver driving a locomotive as input, mining driving operation by using a sequence mode mining technology, guiding current target optimization calculation, pre-planning a locomotive driving gear and a speed curve, and obtaining an initial locomotive automatic driving optimization curve;
secondly, performing secondary optimization adjustment on a pre-planned initial optimization curve according to the locomotive information received in real time, so that the locomotive automatic driving optimization curve meets the requirements of speed limit, timetable and time deviation;
on the basis of the locomotive automatic driving optimization curve adjusted based on speed limit, a timetable and time deviation, the optimization curve is adjusted and modified according to the requirements of frequent gear shifting and step-by-step gear shifting to generate the locomotive automatic driving optimization control curve meeting multiple constraint conditions.
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