CN112124087A - Distributed control device and method for bidirectional running vehicle - Google Patents

Distributed control device and method for bidirectional running vehicle Download PDF

Info

Publication number
CN112124087A
CN112124087A CN201910549062.0A CN201910549062A CN112124087A CN 112124087 A CN112124087 A CN 112124087A CN 201910549062 A CN201910549062 A CN 201910549062A CN 112124087 A CN112124087 A CN 112124087A
Authority
CN
China
Prior art keywords
control unit
central control
vehicle
locomotive
information
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201910549062.0A
Other languages
Chinese (zh)
Other versions
CN112124087B (en
Inventor
郑志敏
杨杰君
白玉良
冯拔
谢勇波
王文明
谢斌
文健峰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Electric Vehicle Co Ltd
Original Assignee
CRRC Electric Vehicle Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CRRC Electric Vehicle Co Ltd filed Critical CRRC Electric Vehicle Co Ltd
Priority to CN201910549062.0A priority Critical patent/CN112124087B/en
Publication of CN112124087A publication Critical patent/CN112124087A/en
Application granted granted Critical
Publication of CN112124087B publication Critical patent/CN112124087B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/28—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed without contact making and breaking, e.g. using a transductor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention relates to vehicle control technology, and in particular, to a distributed control apparatus and method for a bidirectional traveling vehicle, and a bidirectional traveling vehicle. The distributed control apparatus includes: the first central control unit, the first motor controller and the first I/O port are arranged on a first head of the bidirectional running vehicle; and the second central control unit, the second motor controller and the second I/O port are arranged on a second locomotive of the bidirectional running vehicle, the first central control unit is connected with the second central control unit through CAN network communication, and I/O input information is alternatively input into the first central control unit and the second central control unit from the first I/O port or the second I/O port so that the first central control unit and the second central control unit cooperatively control the bidirectional running vehicle. The invention can simplify the control program of the bidirectional running vehicle and reduce the coupling of the control circuit to improve the stability of the whole vehicle.

Description

Distributed control device and method for bidirectional running vehicle
Technical Field
The present invention relates to a vehicle control technology, and in particular, to a distributed control apparatus for a bidirectional traveling vehicle, a distributed control method for a bidirectional traveling vehicle, and a bidirectional traveling vehicle.
Background
Vehicles such as trains, subways and intelligent rail trains generally have large lengths and are inconvenient to turn around and turn. Therefore, two vehicle noses can be arranged for the vehicle, so that a driver can select any one of the vehicle noses as a cockpit to control the vehicle to run in the corresponding direction.
Existing bi-directional vehicles typically employ a central control unit. The central control unit can be arranged in any locomotive of the bidirectional running vehicle and is used for controlling the bidirectional running vehicle to perform driving, braking and steering actions.
During the running process of the existing bidirectional running vehicle, a central control unit arranged on one head of the vehicle must transmit corresponding control voltage or control current to each control component of the whole train of vehicles and even a driving system in the other head of the vehicles by means of a large number of low-voltage wire harnesses, so as to control the bidirectional running vehicle to perform corresponding actions. The low-voltage wire harness penetrates through the whole vehicle body of the bidirectional running vehicle and has a quite large loop length, so that the problems of complex control program, high control line coupling and poor stability of the whole vehicle of the conventional bidirectional running vehicle generally exist in the control device of the conventional bidirectional running vehicle.
Particularly, when a driver selects a cab without a central control unit as a cockpit, the control device of the bidirectional traveling vehicle further needs to transmit a control signal input by the driver to the central control unit arranged on the other cab, and then control the cab of the cab to perform corresponding actions according to a control instruction output by the central control unit. The whole control process is complex and inefficient, is not beneficial to the stable control of the bidirectional running vehicle, and has huge potential safety hazard.
Therefore, there is a need in the art for a control technique for a bi-directional vehicle to solve the above-mentioned drawbacks of the prior art, so as to simplify the control procedure of the bi-directional vehicle and reduce the coupling of the control lines to improve the stability of the entire vehicle.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
In order to solve the above-mentioned defects in the prior art, the present invention provides a distributed control apparatus for a bidirectional traveling vehicle, a distributed control method for a bidirectional traveling vehicle, and a bidirectional traveling vehicle, which are used to simplify the control program of the bidirectional traveling vehicle and reduce the coupling of control lines to improve the stability of the entire vehicle.
The distributed control apparatus for a bidirectional traveling vehicle according to the present invention includes:
the first central control unit is in communication connection with the first motor controller and the first I/O port and is used for controlling the first motor controller according to I/O input information; and
the second central control unit is arranged on a second locomotive of the bidirectional running vehicle, is in communication connection with the second motor controller and the second I/O port and is used for controlling the second motor controller according to the I/O input information,
the first central control unit is in communication connection with the second central control unit through a CAN network, and the I/O input information is selectively input into the first central control unit and the second central control unit from the first I/O port or the second I/O port so that the first central control unit and the second central control unit cooperatively control the bidirectional running vehicle.
Preferably, in the distributed control apparatus provided by the present invention, the distributed control apparatus may further include:
the first activation switch is arranged on the first locomotive and used for receiving a first activation signal input by a user so as to set the first central control unit as a main control central control unit; and
a second activation switch arranged on the second locomotive for receiving a second activation signal input by a user to set the second central control unit as a main control central control unit,
in response to one of the first and second central control units being set as a master central control unit, the other of the first and second central control units may be automatically set as a secondary central control unit to mask information input from its corresponding I/O port;
the master central control unit may receive the I/O input information from its corresponding I/O port and transmit the I/O input information to the auxiliary central control unit through the CAN network.
Optionally, in the above distributed control apparatus provided by the present invention, the first central control unit may further be communicatively connected to a high voltage battery module provided at the first vehicle head, the high voltage battery module may be configured to power up the bidirectional traveling vehicle at a high voltage,
in response to a first activation signal input by a user, the first central control unit may control the high-voltage battery module to be powered on at a high voltage according to the I/O input information input by the first I/O port.
Preferably, in the distributed control apparatus provided by the present invention, in response to a second activation signal input by a user, the second central control unit may send I/O input information input by the second I/O port to the first central control unit to control the high-voltage battery module to perform high-voltage power-up.
Optionally, in the above distributed control apparatus provided by the present invention, a plurality of vehicle condition sensors for acquiring vehicle condition information may be further included, and the plurality of vehicle condition sensors may be disposed at different positions of the bidirectional traveling vehicle, and be connected to the first central control unit or the second central control unit in the vicinity, so that the first central control unit and the second central control unit cooperatively control the bidirectional traveling vehicle according to the I/O input information and the vehicle condition information.
Preferably, in the above distributed control apparatus provided by the present invention, the vehicle condition sensor may include:
the driving sensors are respectively arranged on the first locomotive and the second locomotive and are used for sensing the conditions of the driving systems of the first locomotive and the second locomotive;
the energy storage sensors are respectively arranged on the first locomotive and the second locomotive and are used for sensing the conditions of the energy storage systems of the first locomotive and the second locomotive; and
and the auxiliary sensors are respectively arranged on the first locomotive and the second locomotive and are used for sensing the conditions of the auxiliary systems of the first locomotive and the second locomotive.
Optionally, in the distributed control apparatus provided by the present invention, the I/O input information may include driving information, gear information, and braking information.
Preferably, in the distributed control apparatus provided by the present invention, the first central control unit may be connected to the first motor controller through a CAN network for controlling the first vehicle head to perform driving, braking and steering actions according to the I/O input information;
the second central control unit CAN be connected with the second motor controller through CAN network communication and is used for controlling the second head to drive, brake and steer according to the I/O input information.
Optionally, in the distributed control apparatus provided by the present invention, the bidirectional traveling vehicle may be a smart rail train, and the distributed control apparatus may further include a plurality of track sensors for identifying a virtual track on the ground, and the plurality of track sensors may be disposed at different positions of the smart rail train and connected to the first central control unit or the second central control unit in close proximity, so that the first central control unit and the second central control unit cooperatively control the smart rail train to perform a steering operation.
According to another aspect of the present invention, there is also provided herein a distributed control method of a two-way traveling vehicle.
The distributed control method of the bidirectional running vehicle provided by the invention comprises the following steps:
alternatively acquiring I/O input information from a first I/O port arranged on a first head of the bidirectional traveling vehicle or a second I/O port arranged on a second head of the bidirectional traveling vehicle; and
according to the I/O input information, a first central control unit arranged on a first head of the bidirectional running vehicle and a second central control unit arranged on a second head of the bidirectional running vehicle cooperatively control the bidirectional running vehicle, wherein the first central control unit is in communication connection with the second central control unit through a CAN network, and the first central control unit is used for controlling a first motor controller arranged on the first head of the bidirectional running vehicle according to the I/O input information; and the second central control unit is used for controlling a second motor controller arranged on a second head of the bidirectional running vehicle according to the I/O input information.
Preferably, in the distributed control method provided by the present invention, the method may further include the steps of:
setting the first central control unit as a main control central control unit in response to receiving a first activation signal input by a user from a first activation switch arranged on the first locomotive;
setting the second central control unit as a main control central control unit in response to receiving a second activation signal input by a user from a second activation switch arranged on the second locomotive;
in response to one of the first central control unit and the second central control unit being set as a master central control unit, automatically setting the other of the first central control unit and the second central control unit as a secondary central control unit to mask information input from its corresponding I/O port; and
and the master control central control unit receives the I/O input information from the corresponding I/O port thereof and transmits the I/O input information to the auxiliary central control unit through the CAN network.
Optionally, in the distributed control method provided by the present invention, the first central control unit may further be communicatively connected to a high voltage battery module provided in the first vehicle head, the high voltage battery module may be configured to power up the bidirectional traveling vehicle at a high voltage,
the distributed control method may further include the steps of:
and responding to a first activation signal input by a user, and controlling the high-voltage battery module to be powered on at high voltage by the first central control unit according to the I/O input information input by the first I/O port.
Preferably, in the distributed control method provided by the present invention, the method may further include the steps of:
and responding to a second activation signal input by a user, and sending I/O input information input by the second I/O port to the first central control unit by the second central control unit so as to control the high-voltage battery module to be powered on at high voltage.
Optionally, in the distributed control method provided by the present invention, the method may further include:
acquiring vehicle condition information by a plurality of vehicle condition sensors arranged at different positions of the bidirectional running vehicle;
acquiring the vehicle condition information from the plurality of vehicle condition sensors in the vicinity with the first central control unit and the second central control unit; and
and cooperatively controlling the bidirectional running vehicle by the first central control unit and the second central control unit according to the I/O input information and the vehicle condition information.
Preferably, in the above distributed control method provided by the present invention, the vehicle condition sensor may include: a driving sensor, an energy storage sensor and an auxiliary sensor,
the acquiring of the vehicle condition information by the plurality of vehicle condition sensors provided at different positions of the bidirectional traveling vehicle may include the steps of:
acquiring the condition information of the driving systems of the first locomotive and the second locomotive by using driving sensors respectively arranged on the first locomotive and the second locomotive;
acquiring the condition information of the energy storage systems of the first locomotive and the second locomotive by using energy storage sensors respectively arranged on the first locomotive and the second locomotive; and
and acquiring the condition information of the auxiliary systems of the first locomotive and the second locomotive by using auxiliary sensors respectively arranged on the first locomotive and the second locomotive.
Optionally, in the distributed control method provided by the present invention, the I/O input information may include driving information, gear information, and braking information.
Preferably, in the distributed control method provided by the present invention, the first central control unit may be connected to the first motor controller through a CAN network; the second central control unit CAN be in communication connection with the second motor controller through a CAN network,
the controlling the bidirectional traveling vehicle cooperatively by the first central control unit provided at the first vehicle head of the bidirectional traveling vehicle and the second central control unit provided at the second vehicle head of the bidirectional traveling vehicle according to the I/O input information may include:
and according to the I/O input information, the first central control unit controls the first vehicle head to drive, brake and steer through the first motor controller, and the second central control unit controls the second vehicle head to drive, brake and steer through the second motor controller.
Alternatively, in the distributed control method provided by the present invention, the two-way traveling vehicle may be a smart rail train,
the distributed control method may further include the steps of:
identifying a ground virtual track by a plurality of track sensors arranged at different positions of the intelligent track train to generate track information;
obtaining, with the first central control unit and the second central control unit, the track information from the plurality of track sensors in proximity; and
and cooperatively controlling the intelligent rail train to steer according to the track information by using the first central control unit and the second central control unit.
According to another aspect of the present invention, a bi-directional vehicle is also provided herein.
The vehicle that travels in both directions according to the present invention may include:
the first locomotive is arranged in a first direction of the bidirectional running vehicle;
the second locomotive is arranged in a second direction of the bidirectional running vehicle; and
the distributed control apparatus for a bidirectional traveling vehicle described above.
Drawings
The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar relative characteristics or features may have the same or similar reference numerals.
Fig. 1 shows a schematic configuration diagram of a distributed control apparatus of a two-way traveling vehicle provided according to an aspect of the present invention.
Fig. 2 is a schematic diagram illustrating a distributed control method of a bi-directional traveling vehicle according to an embodiment of the present invention.
Fig. 3 shows a flow chart of a distributed control method of a two-way traveling vehicle according to another aspect of the present invention.
Reference numerals:
11 a first head;
111 a first motor controller;
112 a first gear port;
113 a first brake pedal;
114 a first activation switch;
115 a first fan pump;
116 a first auxiliary power supply;
12 a second locomotive;
121 a second motor controller;
122 a second gear port;
123 a second brake pedal;
124 a second activation switch;
125 second fan pump;
126 a second auxiliary power supply;
VCU1 first central control unit;
VCU2 second central control unit;
a BMS high voltage battery module;
301-302 steps of a distributed control method for a two-way vehicle.
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in connection with the preferred embodiments, there is no intent to limit its features to those embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Additionally, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," "vertical" and the like as used in the following description are to be understood as referring to the segment and the associated drawings in the illustrated orientation. The relative terms are used for convenience of description only and do not imply that the described apparatus should be constructed or operated in a particular orientation and therefore should not be construed as limiting the invention.
It will be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, regions, layers and/or sections, these elements, regions, layers and/or sections should not be limited by these terms, but rather are used to distinguish one element, region, layer and/or section from another element, region, layer and/or section. Thus, a first component, region, layer or section discussed below could be termed a second component, region, layer or section without departing from some embodiments of the present invention.
In order to solve the above-mentioned defects in the prior art, the present invention provides an embodiment of a distributed control apparatus for a bidirectional traveling vehicle, an embodiment of a distributed control method for a bidirectional traveling vehicle, and an embodiment of a bidirectional traveling vehicle, which are used to simplify a control program of the bidirectional traveling vehicle and reduce control line coupling to improve vehicle stability.
The vehicle capable of running in two directions provided by the embodiment includes, but is not limited to, vehicles with a first locomotive and a second locomotive, such as trains, subways, and smart rail trains. The first head may be provided at one end of the bidirectional traveling vehicle in the first direction. The second head may be provided at the other end in the second direction of the bidirectional traveling vehicle. The bidirectional traveling vehicle may travel in the first direction following the first head, or may travel in the second direction following the second head.
Referring to fig. 1, fig. 1 is a schematic diagram illustrating a distributed control apparatus of a bi-directional traveling vehicle according to an aspect of the present invention.
As shown in fig. 1, the distributed control apparatus for a bidirectional traveling vehicle according to the present embodiment may include: a first central control unit VCU1 and a second central control unit VCU 2.
The first central control unit VCU1 may be provided at a first head 11 of the two-way vehicle, and the communication link is also provided at a first I/O port of the first head 11 to receive I/O input information input by the driver at the first head 11. The first I/O ports include, but are not limited to, a first gear port 112 provided to the first vehicle head 11 and a first brake pedal 113 provided to the first vehicle head 11. The first I/O port may be used for receiving I/O input information instructing the first vehicle head 11 to perform driving, braking and steering actions. That is, the I/O input information may include various information such as driving information and gear position information acquired from the first gear port 112, and braking information acquired from the first brake pedal 113. The first central control unit VCU1 can obtain operation information such as driving, braking, steering, etc. performed by the driver at the first vehicle head 11 through the first I/O port, and control the first motor controller 111 to perform corresponding operations.
The first motor controller 111 may be provided in the first vehicle head 11, and includes, but is not limited to, a motor control module that controls the first vehicle head 11 to perform operations such as driving, braking, and steering. The first motor controller 111 may be communicatively coupled to the first central control unit VCU1 via a CAN network (e.g., a CANA bus), so as to receive a control command from the first central control unit VCU1 for corresponding actions.
Accordingly, the second central control unit VCU2 may be provided on the second head 12 of the two-way vehicle, and a communication link may be provided on a second I/O port of the second head 12 to receive the driver's input of I/O input information on the second head 12. The second I/O ports include, but are not limited to, a second gear port 122 provided to the second locomotive 12 and a second brake pedal 123 provided to the second locomotive 12. The second I/O port may be used to receive I/O input information indicative of driving, braking and steering actions of the second vehicle head 12. That is, the I/O input information may further include various information such as driving information and gear position information acquired from the second gear port 122, and braking information acquired from the second brake pedal 123. The second central control unit VCU2 can obtain operation information such as driving, braking, steering, etc. performed by the driver at the second vehicle head 12 through the second I/O port, so as to control the second motor controller 121 to perform corresponding operations.
The second motor controller 121 may be provided on the second vehicle head 12, and includes, but is not limited to, a motor control module that controls the second vehicle head 12 to perform driving, braking, steering, and other operations. The second motor controller 121 may also be communicatively connected to the second central control unit VCU2 through a CAN network (e.g., a CANA bus), so as to receive a control command from the second central control unit VCU2 for corresponding actions.
It will be understood by those skilled in the art that the first head 11 and the second head 12 of the above-described two-way traveling vehicle may be provided with the same central control unit and I/O port so that the driver of the vehicle can perform the same operation at either head to control the vehicle to travel in the corresponding direction.
By providing the first central control unit VCU1 and the second central control unit VCU2 at the first vehicle head 11 and the second vehicle head 12, respectively, the distributed control apparatus provided by the present embodiment can control the respective vehicle heads to operate in the vicinity of the first vehicle head 11 and the second vehicle head 12 through the low-voltage wire harness, thereby avoiding the problem that a large amount of low-voltage wire harnesses penetrates through the vehicle body. Therefore, the distributed control device provided by the embodiment can have a simpler control program, a control line with lower coupling and better vehicle stability.
In other words, during traveling of the bidirectional traveling vehicle, the first head 11 and the second head 12 need to be operated in cooperation with each other to stably perform operations such as driving, braking, and steering. In order to realize the cooperative operation of the first head 11 and the second head 12, the first central control unit VCU1 may be communicatively connected to the second central control unit VCU2 through a CAN network (e.g., CANC bus), so as to realize the data synchronization of the first central control unit VCU1 and the second central control unit VCU2, thereby ensuring the consistency of the I/O input information received by the two central control units, and realizing the cooperative control of the distributed control device on the first head 11 and the second head 12.
Those skilled in the art will appreciate that the large number of low voltage wiring harnesses that are used throughout the body of a vehicle in the prior art are wires that carry control voltages and control currents to control the motor. The low-voltage wiring harness has high electric coupling performance, and parameters of the low-voltage wiring harness can obviously change along with the increase of the number of lines and the growth of the lines, so that the stability of the whole vehicle is not facilitated.
In the distributed control apparatus provided in the present embodiment, the first central control unit VCU1 and the second central control unit VCU2 are connected to each other via a CANC bus. The CANC bus is a data line based on a Controller Area Network (CAN) principle, and has low electrical coupling. Therefore, the scheme of connecting the first central control unit VCU1 and the second central control unit VCU2 by the CAN network in a communication manner CAN greatly reduce the number of wire harnesses penetrating through a vehicle body, and effectively reduce the coupling of control lines to improve the stability of the whole vehicle.
Referring to fig. 1 and 2 in combination, fig. 2 is a schematic diagram illustrating a distributed control method for a bi-directional vehicle according to an embodiment of the present invention.
As shown in fig. 1 and 2, a first activation switch 114 may be provided on the first head 11 of the two-way traveling vehicle. The driver can input a first activation signal on the first vehicle head 11 through the first activation switch 114, thereby activating the first I/O port, and set the first central control unit VCU1 provided on the first vehicle head 11 as a master central control unit.
In response to the first central control unit VCU1 being set as the master central control unit, the second central control unit VCU2 may be automatically set as the auxiliary central control unit so as not to receive any further I/O input information input at the second I/O port provided at the second vehicle head 12. That is, the I/O input information can be input to the first central control unit VCU1 and the second central control unit VCU2 from the first I/O port or the second I/O port only alternatively as the only information indicating the driver's operation instruction, thereby ensuring safe traveling of the bidirectional traveling vehicle.
The first central control unit VCU1, which is a master central control unit, may receive and read the I/O input information input by the driver at the first head 11 from its corresponding first I/O port, and transmit the I/O input information to the second central control unit VCU2, which is an auxiliary central control unit, through the CANC bus, thereby generating a control scheme for cooperatively controlling the first head 11 and the second head 12 of the bi-directional traveling vehicle according to the application program of the vehicle.
According to the control scheme for cooperatively controlling the first head 11 and the second head 12 of the two-way traveling vehicle, the first central control unit VCU1 may output control information to the first motor controller 111 to control the first motor controller 111 to perform corresponding operations to control the first head 11, and the second central control unit VCU2 may output control information to the second motor controller 121 to control the second motor controller 121 to perform corresponding operations to control the second head 12, so that the two-way traveling vehicle may stably perform operations such as driving, braking, and steering while traveling in the first direction in which the first head 11 is located.
It will be understood by those skilled in the art that the above-mentioned solution using the first central control unit VCU1 as the main control unit and the second central control unit VCU2 as the auxiliary central control unit is only a specific example provided in the present embodiment, and is mainly used to clearly demonstrate the main concept of the present invention, and provide a specific solution for the implementation of the present invention by the public, and is not used to limit the protection scope of the present invention.
In this embodiment, a second activation switch 124 may also be provided on the second head 12 of the bi-directional vehicle. The driver can input a second activation signal on the second vehicle head 12 through the second activation switch 124, thereby activating the second I/O port, and set the second central control unit VCU2 provided on the second vehicle head 12 as the master central control unit.
In response to the second central control unit VCU2 being set as the master central control unit, the first central control unit VCU1 may be automatically set as the auxiliary central control unit so as not to receive any further I/O input information input at the first I/O port provided at the first head 11.
The second central control unit VCU2, which is a master central control unit, may receive and read the I/O input information input by the driver at the second head 12 from its corresponding second I/O port, and transmit the I/O input information to the first central control unit VCU1, which is an auxiliary central control unit, through the CANC bus, thereby generating a control scheme for cooperatively controlling the first head 11 and the second head 12 of the two-way traveling vehicle according to the vehicle application.
According to the control scheme for cooperatively controlling the first head 11 and the second head 12 of the two-way traveling vehicle, the first central control unit VCU1 may output control information to the first motor controller 111 to control the first motor controller 111 to perform corresponding operations to control the first head 11, and the second central control unit VCU2 may output control information to the second motor controller 121 to control the second motor controller 121 to perform corresponding operations to control the second head 12, so that the two-way traveling vehicle may stably perform operations such as driving, braking, and steering while traveling in the second direction in which the second head 12 is located.
Those skilled in the art can understand that the first central control unit VCU1 provided on the first head 11 is used as a main control central control unit, so as to control the bidirectional traveling vehicle to travel in the first direction of the first head 11; and a second central control unit VCU2 disposed on the second head 12 is used as a main control central control unit, so as to control the bidirectional traveling vehicle to travel in the second direction of the second head 12. By adopting the control mode, a driver can take the head at the foremost end of the bidirectional running vehicle as a cockpit, so that the actual conditions around the vehicle can be better observed, and the vehicle can be timely controlled to perform actions such as driving, braking and steering so as to avoid obstacles on the running route of the vehicle. In other embodiments, the operator in the field can also use the vehicle head at the rearmost end of the bidirectional traveling vehicle as a cockpit to achieve the basic purpose of controlling the traveling of the vehicle.
It will also be appreciated by those skilled in the art that the first activation signal and the second activation signal may alternatively be triggered to ensure that the first central control unit VCU1 and the second central control unit VCU2 may control the two-way vehicle based on unique I/O input information. That is, when the driver inputs the first activation signal through the first activation switch 114 at the first head 11, the distributed control apparatus automatically releases the second activation signal. The distributed control apparatus also automatically deactivates the first activation signal when the driver inputs the second activation signal at the second head 12 via the second activation switch 124.
In one embodiment, if the first activation signal and the second activation signal disappear at the same time, the first central control unit VCU1 and the second central control unit VCU2 of the bidirectional traveling vehicle may be set as the auxiliary central control unit at the same time, and the bidirectional traveling vehicle may enter an automatic driving mode not accepting the I/O input information.
As shown in fig. 1, in the above-mentioned distributed control apparatus provided in this embodiment, the first central control unit VCU1 may be further communicatively connected to the first auxiliary power supply 116 provided on the first vehicle head 11, and the second central control unit VCU2 may be further communicatively connected to the second auxiliary power supply 126 provided on the second vehicle head 12.
The first auxiliary power source 116 may be used to power up the first head 11 at a low voltage so that the first central control unit VCU1 continuously scans the first activation signal to determine whether it is activated as a master central control unit. The first auxiliary power source 116 may also be used to supply power to the first fan pump 115 of the first head 11 to maintain the first central control unit VCU1 and the first motor controller 111 of the first head 11 from being damaged by overheating.
Accordingly, the second auxiliary power source 126 may be used to power up the second head 12 at a low voltage so that the second central control unit VCU2 continuously scans the second activation signal to determine whether it is activated as a master central control unit. The second auxiliary power source 116 may also be used to supply power to the second fan pump 125 of the second head 12 to maintain the second central control unit VCU2 and the second motor controller 121 disposed on the second head 12 from being damaged by overheating.
Those skilled in the art can understand that by continuously scanning the first activation signal and the second activation signal, the distributed control device can automatically identify the main control head, and further only identify the operation instruction performed by the driver at the main control head as an effective operation, and intelligently judge the driving direction of the vehicle.
In one embodiment, the first head 11 may be further provided with a high voltage battery module BMS for performing a full high voltage power-up for a bidirectional traveling vehicle. The high-voltage battery module BMS may be communicatively connected to the first central control unit VCU1 via a CAN network (e.g., a CANB bus).
In response to the first activation signal input by the driver, the first central control unit VCU1 may be configured to be a master central control unit, and the first central control unit VCU1 may control the high voltage battery module BMS to perform the full vehicle high voltage power-up for the bi-directional traveling vehicle according to the I/O input information input by the driver at the first I/O port. Then, the first and second central control units VCU1 and VCU2 may control the first and second motor controllers 111 and 121 to complete the pre-charging and power-up processes of the first and second vehicle heads 11 and 12, respectively.
In response to the second activation signal input by the driver, the second central control unit VCU2 may be configured as a master central control unit, and the second central control unit VCU2 may transmit the I/O input information input by the driver at the second I/O port to the first central control unit VCU1, thereby controlling the high voltage battery module BMS to perform the full vehicle high voltage power-up for the bi-directional traveling vehicle. Then, the first and second central control units VCU1 and VCU2 may control the first and second motor controllers 111 and 121 to complete the pre-charging and power-up processes of the first and second vehicle heads 11 and 12, respectively.
It will be understood by those skilled in the art that the above-described solution for providing the high voltage battery module BMS to the first vehicle head 11 is only a specific example provided in the present embodiment, and is mainly used to clearly illustrate the main concept of the present invention and to provide a specific solution that is convenient for the public to implement, and is not intended to limit the scope of the present invention. In other embodiments, the high voltage battery module BMS may be disposed at the second head 12 or any other position, and connected to any one of the central control units nearby to perform the high voltage power-up function for the bidirectional driving vehicle.
In one embodiment, a plurality of vehicle condition sensors for acquiring vehicle condition information may be further provided on the bidirectional traveling vehicle. The vehicle condition sensors include, but are not limited to, a driving sensor, an energy storage sensor, and an auxiliary sensor provided at different positions of the two-way traveling vehicle.
Specifically, the driving sensors may be respectively disposed on the first head 11 and the second head 12, and are mainly used for sensing the conditions of the driving systems of the first head 11 and the second head 12. The energy storage sensors may be respectively disposed on the first head 11 and the second head 12, and are mainly used for sensing conditions of the energy storage systems of the first head 11 and the second head 12. The auxiliary sensors may be respectively disposed on the first head 11 and the second head 12, and are mainly used for sensing conditions of the auxiliary systems of the first head 11 and the second head 12.
The above-described drive sensor, the energy storage sensor, and the auxiliary sensor provided at the first head 11 and the second head 12, respectively, can be connected to the first central control unit VCU1 or the second central control unit VCU2 in close proximity, thereby reducing the number of wire harnesses penetrating the entire vehicle body. The first and second central control units VCU1 and VCU2 may be communicatively connected via the CANC bus, thereby ensuring that each central control unit CAN acquire complete data information and, in turn, cooperatively control the bi-directional traveling vehicle based on various information such as I/O input information, motor controller information, high voltage battery module BMS information, and auxiliary power supply information acquired from the CAN network.
In one embodiment of a distributed control apparatus for a smart rail train, the distributed control apparatus may further include a plurality of rail sensors. The intelligent rail train can be called as a virtual rail train, and the train body can be 35 meters long. The intelligent rail train can identify the ground virtual rail through various vehicle-mounted sensors so as to run along the virtual rail.
The plurality of track sensors can be arranged at different positions of the bottom surface of the intelligent track train and used for identifying the virtual track on the ground. The plurality of track sensors may be connected proximate to the first central control unit VCU1 or the second central control unit VCU2 to provide the distributed control devices with information about the relative position of the various positions of the vehicle body with respect to the virtual track for the first central control unit VCU1 and the second central control unit VCU2 to calculate the trajectory of the vehicle. The first central control unit VCU1 and the second central control unit VCU2 can transmit control commands to each component of the train in real time, so as to cooperatively control the smart rail train to perform driving, braking, steering and other actions, and further accurately control the smart rail train on a predetermined virtual track to realize smart operation.
According to another aspect of the present invention, there is also provided herein an embodiment of a distributed control method for a two-way traveling vehicle.
Referring to fig. 3, fig. 3 is a flow chart illustrating a distributed control method of a bi-directional traveling vehicle according to another aspect of the present invention.
As shown in fig. 3, the distributed control method for a bidirectional traveling vehicle provided in this embodiment may include the steps of:
301: alternatively, the I/O input information is acquired from a first I/O port provided in a first head 11 of the two-way traveling vehicle or a second I/O port provided in a second head 12 of the two-way traveling vehicle; and
302: the two-way traveling vehicle is cooperatively controlled with a first central control unit VCU1 provided at a first head 11 of the two-way traveling vehicle and a second central control unit VCU2 provided at a second head 12 of the two-way traveling vehicle according to the I/O input information.
As described above for the distributed control apparatus embodiment, the first central control unit VCU1 may be communicatively connected to the second central control unit VCU2 via a CAN network. The first central control unit VCU1 may be used to control the first motor controller 111 according to the I/O input information. The second central control unit VCU2 may be used to control the second motor controller 121 according to the I/O input information. The I/O input information includes, but is not limited to, drive information, gear information, and brake information.
The distributed control apparatus may set the first central control unit VCU1 as the master central control unit in response to receiving a first activation signal input by a user from the first activation switch 114; or in response to receiving a second activation signal from the second activation switch 124 from the user input, set the second central control unit VCU2 as the master central control unit.
The distributed control apparatus may also automatically set one of the first and second central control units VCU1, 2 as a secondary central control unit to shield information input from its corresponding I/O port in response to one of the first and second central control units VCU1, 2 being set as a master central control unit.
The distributed control apparatus may further receive I/O input information from its corresponding I/O port with the master central control unit and transmit the I/O input information to the auxiliary central control unit through the CAN network.
In one embodiment, the first central control unit VCU1 may also be communicatively connected to a high voltage battery module BMS provided at the first vehicle head 11. The high voltage battery module BMS may be used to power up a bi-directional traveling vehicle at high voltage.
The distributed control apparatus may control the high voltage battery module BMS to be powered on at a high voltage with the first central control unit VCU1 according to the I/O input information inputted from the first I/O port in response to the first activation signal inputted by the user; the I/O input information inputted through the second I/O port may also be transmitted to the first central control unit VCU1 with the second central control unit VCU2 in response to the second activation signal inputted by the user, thereby controlling the high voltage power-up of the high voltage battery module BMS.
In one embodiment, the distributed control apparatus may preferably acquire vehicle condition information with a plurality of vehicle condition sensors provided at different positions of the two-way traveling vehicle, and acquire the vehicle condition information from the plurality of vehicle condition sensors in the vicinity with the first central control unit VCU1 and the second central control unit VCU2, and further cooperatively control the two-way traveling vehicle with the first central control unit VCU1 and the second central control unit VCU2 according to the I/O input information and the vehicle condition information.
Stated differently, the vehicle condition sensors include, but are not limited to, a drive sensor, an energy storage sensor, and an auxiliary sensor. The distributed control apparatus may acquire the condition information of the driving systems of the first head 11 and the second head 12 through driving sensors respectively provided to the first head 11 and the second head 12; the condition information of the energy storage systems of the first head 11 and the second head 12 can also be acquired through energy storage sensors respectively arranged on the first head 11 and the second head 12; it is also possible to acquire the condition information of the auxiliary systems of the first head 11 and the second head 12 by auxiliary sensors provided to the first head 11 and the second head 12, respectively.
The first and second central control units VCU1 and VCU2 of the distributed control apparatus may further cooperatively control the bidirectional traveling vehicle according to the above-described status information of the driving systems of the first and second heads 11 and 12, the status information of the energy storage systems of the first and second heads 11 and 12, the status information of the auxiliary systems of the first and second heads 11 and 12, and the above-described I/O input information.
In one embodiment, the first central control unit VCU1 may be communicatively coupled to the first motor controller 11 via a CAN network. The second central control unit VCU2 may be communicatively coupled to the second motor controller 121 via a CAN network.
The distributed control device can control the first headstock 11 to perform driving, braking and steering actions through the first motor controller 11 by the first central control unit VCU1 and control the second headstock 12 to perform driving, braking and steering actions through the second motor controller 121 by the second central control unit VCU2 according to the I/O input information, so that the bidirectional traveling vehicle can stably perform driving, braking and steering actions and the like during traveling.
In an embodiment of the distributed control method of the smart rail train, the distributed control device may further identify a ground virtual track through a plurality of track sensors disposed at different positions of the smart rail train to generate track information; and acquiring the track information from the plurality of track sensors nearby with a first central control unit VCU1 and a second central control unit VCU 2; the first and second central control units VCU1 and VCU2 cooperate to control the smart rail train to perform operations such as driving, braking, and steering, based on the acquired track information and I/O input information input by the driver.
While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.
According to another aspect of the present invention, embodiments of a bi-directional vehicle are also provided herein.
The vehicle capable of running in two directions provided by the present embodiment includes, but is not limited to, a vehicle having a first locomotive 11 and a second locomotive 12, such as a train, a subway train, and a smart rail train. The first vehicle head 11 of the two-way traveling vehicle may be provided in a first direction of the two-way traveling vehicle. The second locomotive 12 of the two-way vehicle may be disposed in a second direction of the two-way vehicle.
The vehicle running in two directions provided by this embodiment may further include a distributed control apparatus for a vehicle running in two directions provided by any one of the above embodiments, for implementing the distributed control method for a vehicle running in two directions provided by any one of the above embodiments.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (19)

1. A distributed control apparatus of a two-way traveling vehicle, characterized by comprising:
the first central control unit is in communication connection with the first motor controller and the first I/O port and is used for controlling the first motor controller according to I/O input information; and
the second central control unit is arranged on a second locomotive of the bidirectional running vehicle, is in communication connection with the second motor controller and the second I/O port and is used for controlling the second motor controller according to the I/O input information,
the first central control unit is in communication connection with the second central control unit through a CAN network, and the I/O input information is selectively input into the first central control unit and the second central control unit from the first I/O port or the second I/O port so that the first central control unit and the second central control unit cooperatively control the bidirectional running vehicle.
2. The distributed control apparatus according to claim 1, further comprising:
the first activation switch is arranged on the first locomotive and used for receiving a first activation signal input by a user so as to set the first central control unit as a main control central control unit; and
a second activation switch arranged on the second locomotive for receiving a second activation signal input by a user to set the second central control unit as a main control central control unit,
in response to one of the first central control unit and the second central control unit being set as a master central control unit, the other of the first central control unit and the second central control unit is automatically set as a slave central control unit to mask information input from its corresponding I/O port;
and the main control central control unit receives the I/O input information from the corresponding I/O port of the main control central control unit and transmits the I/O input information to the auxiliary central control unit through the CAN network.
3. The distributed control apparatus according to claim 1, wherein the first central control unit is further connected to a high voltage battery module of the first vehicle head in a communication manner, the high voltage battery module is used for powering on the bidirectional traveling vehicle at high voltage,
and in response to a first activation signal input by a user, the first central control unit controls the high-voltage battery module to be powered on at high voltage according to the I/O input information input by the first I/O port.
4. The distributed control apparatus according to claim 3, wherein the second central control unit transmits the I/O input information inputted from the second I/O port to the first central control unit in response to a second activation signal inputted from a user to control the high voltage battery module to be powered on at high voltage.
5. The distributed control apparatus according to claim 1, further comprising a plurality of vehicle condition sensors for acquiring vehicle condition information, the plurality of vehicle condition sensors being provided at different positions of the two-way traveling vehicle, the first central control unit or the second central control unit being connected nearby for the first central control unit and the second central control unit to cooperatively control the two-way traveling vehicle in accordance with the I/O input information and the vehicle condition information.
6. The distributed control apparatus according to claim 5, wherein the vehicle condition sensor includes:
the driving sensors are respectively arranged on the first locomotive and the second locomotive and are used for sensing the conditions of the driving systems of the first locomotive and the second locomotive;
the energy storage sensors are respectively arranged on the first locomotive and the second locomotive and are used for sensing the conditions of the energy storage systems of the first locomotive and the second locomotive; and
and the auxiliary sensors are respectively arranged on the first locomotive and the second locomotive and are used for sensing the conditions of the auxiliary systems of the first locomotive and the second locomotive.
7. The distributed control apparatus according to claim 1, wherein the I/O input information includes drive information, gear information, and brake information.
8. The distributed control apparatus as claimed in claim 7, wherein said first central control unit is communicatively connected to said first motor controller via a CAN network for controlling the driving, braking and steering of said first vehicle head according to said I/O input information;
the second central control unit is connected with the second motor controller through CAN network communication and used for controlling the second head to drive, brake and steer according to the I/O input information.
9. The distributed control apparatus according to claim 1, wherein the two-way traveling vehicle is a smart rail train, and the distributed control apparatus further comprises a plurality of track sensors for identifying a virtual track on the ground, and the plurality of track sensors are disposed at different positions of the smart rail train and are connected to the first central control unit or the second central control unit in close proximity, so that the first central control unit and the second central control unit cooperatively control the smart rail train to perform a steering operation.
10. A distributed control method for a two-way traveling vehicle, characterized by comprising:
alternatively acquiring I/O input information from a first I/O port arranged on a first head of the bidirectional traveling vehicle or a second I/O port arranged on a second head of the bidirectional traveling vehicle; and
according to the I/O input information, a first central control unit arranged on a first head of the bidirectional running vehicle and a second central control unit arranged on a second head of the bidirectional running vehicle cooperatively control the bidirectional running vehicle, wherein the first central control unit is in communication connection with the second central control unit through a CAN network, and the first central control unit is used for controlling a first motor controller arranged on the first head of the bidirectional running vehicle according to the I/O input information; and the second central control unit is used for controlling a second motor controller arranged on a second head of the bidirectional running vehicle according to the I/O input information.
11. The distributed control method according to claim 10, further comprising:
setting the first central control unit as a main control central control unit in response to receiving a first activation signal input by a user from a first activation switch arranged on the first locomotive;
setting the second central control unit as a main control central control unit in response to receiving a second activation signal input by a user from a second activation switch arranged on the second locomotive;
in response to one of the first central control unit and the second central control unit being set as a master central control unit, automatically setting the other of the first central control unit and the second central control unit as a secondary central control unit to mask information input from its corresponding I/O port; and
and the master control central control unit receives the I/O input information from the corresponding I/O port thereof and transmits the I/O input information to the auxiliary central control unit through the CAN network.
12. The distributed control method according to claim 10, wherein the first central control unit is further connected with a high-voltage battery module in a communication manner, the high-voltage battery module is arranged on the first locomotive and is used for powering on the bidirectional traveling vehicle at high voltage,
the distributed control method further comprises:
and responding to a first activation signal input by a user, and controlling the high-voltage battery module to be powered on at high voltage by the first central control unit according to the I/O input information input by the first I/O port.
13. The distributed control method of claim 12, further comprising:
and responding to a second activation signal input by a user, and sending I/O input information input by the second I/O port to the first central control unit by the second central control unit so as to control the high-voltage battery module to be powered on at high voltage.
14. The distributed control method according to claim 10, further comprising:
acquiring vehicle condition information by a plurality of vehicle condition sensors arranged at different positions of the bidirectional running vehicle;
acquiring the vehicle condition information from the plurality of vehicle condition sensors in the vicinity with the first central control unit and the second central control unit; and
and cooperatively controlling the bidirectional running vehicle by the first central control unit and the second central control unit according to the I/O input information and the vehicle condition information.
15. The distributed control method according to claim 14, wherein the vehicle condition sensor includes: a driving sensor, an energy storage sensor and an auxiliary sensor,
the acquiring of the vehicle condition information by the plurality of vehicle condition sensors provided at different positions of the bidirectional traveling vehicle includes:
acquiring the condition information of the driving systems of the first locomotive and the second locomotive by using driving sensors respectively arranged on the first locomotive and the second locomotive;
acquiring the condition information of the energy storage systems of the first locomotive and the second locomotive by using energy storage sensors respectively arranged on the first locomotive and the second locomotive; and
and acquiring the condition information of the auxiliary systems of the first locomotive and the second locomotive by using auxiliary sensors respectively arranged on the first locomotive and the second locomotive.
16. The distributed control method of claim 10, wherein the I/O input information includes drive information, gear information, and brake information.
17. The distributed control method according to claim 16, wherein the first central control unit is communicatively connected to the first motor controller via a CAN network; the second central control unit is connected with the second motor controller through CAN network communication,
the controlling the bidirectional running vehicle cooperatively by the first central control unit arranged on the first head of the bidirectional running vehicle and the second central control unit arranged on the second head of the bidirectional running vehicle according to the I/O input information comprises:
and according to the I/O input information, the first central control unit controls the first vehicle head to drive, brake and steer through the first motor controller, and the second central control unit controls the second vehicle head to drive, brake and steer through the second motor controller.
18. The distributed control method according to claim 10, wherein the two-way traveling vehicle is a smart rail train,
the distributed control method further comprises:
identifying a ground virtual track by a plurality of track sensors arranged at different positions of the intelligent track train to generate track information;
obtaining, with the first central control unit and the second central control unit, the track information from the plurality of track sensors in proximity; and
and cooperatively controlling the intelligent rail train to steer according to the track information by using the first central control unit and the second central control unit.
19. A bi-directional travel vehicle, characterized by comprising:
the first locomotive is arranged in a first direction of the bidirectional running vehicle;
the second locomotive is arranged in a second direction of the bidirectional running vehicle; and
the distributed control apparatus of a two-way traveling vehicle according to any one of claims 1 to 9.
CN201910549062.0A 2019-06-24 2019-06-24 Distributed control device and method for bidirectional running vehicle Active CN112124087B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201910549062.0A CN112124087B (en) 2019-06-24 2019-06-24 Distributed control device and method for bidirectional running vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201910549062.0A CN112124087B (en) 2019-06-24 2019-06-24 Distributed control device and method for bidirectional running vehicle

Publications (2)

Publication Number Publication Date
CN112124087A true CN112124087A (en) 2020-12-25
CN112124087B CN112124087B (en) 2022-05-13

Family

ID=73849953

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201910549062.0A Active CN112124087B (en) 2019-06-24 2019-06-24 Distributed control device and method for bidirectional running vehicle

Country Status (1)

Country Link
CN (1) CN112124087B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113928474A (en) * 2021-11-29 2022-01-14 沪东中华造船(集团)有限公司 Cab structure of bow-stern bidirectional navigation ship

Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1805871A (en) * 2004-03-15 2006-07-19 丰田自动车株式会社 Vehicle stability control device
JP2009201334A (en) * 2008-02-25 2009-09-03 Hitachi Ltd Double-system train control device
US20110060486A1 (en) * 2009-09-09 2011-03-10 General Electronics Corporation Control system and method for remotely isolating powered units in a rail vehicle system
US20130018560A1 (en) * 2011-07-14 2013-01-17 Smith Eugene A Method and system for rail vehicle control
US20140288734A1 (en) * 2006-02-13 2014-09-25 New York Air Brake, LLC Distributed train intelligence system
CN105291887A (en) * 2015-11-20 2016-02-03 南车株洲电力机车研究所有限公司 Double-motor torque distribution control method for rubber wheel low-floor intelligent rail train
CN106660569A (en) * 2014-07-22 2017-05-10 西门子公司 Rail vehicle
JP2017199266A (en) * 2016-04-28 2017-11-02 日立オートモティブシステムズ株式会社 Vehicle control system and vehicle system
CN107408343A (en) * 2015-03-31 2017-11-28 爱信艾达株式会社 Automatic Pilot accessory system, automatic Pilot householder method and computer program
CN107878504A (en) * 2017-03-31 2018-04-06 比亚迪股份有限公司 Train-installed control system and train
CN108216303A (en) * 2017-12-28 2018-06-29 交控科技股份有限公司 A kind of Vehicle Controller and train
CN108973775A (en) * 2018-07-04 2018-12-11 成都市新筑路桥机械股份有限公司 A kind of drive system and its power distribution method of electron orbit intelligence train
CN109677455A (en) * 2018-12-18 2019-04-26 湖南中车时代通信信号有限公司 A kind of train DAS (Driver Assistant System)
WO2019095699A1 (en) * 2017-11-17 2019-05-23 中车唐山机车车辆有限公司 Rail train brake control system and train

Patent Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1805871A (en) * 2004-03-15 2006-07-19 丰田自动车株式会社 Vehicle stability control device
US20140288734A1 (en) * 2006-02-13 2014-09-25 New York Air Brake, LLC Distributed train intelligence system
JP2009201334A (en) * 2008-02-25 2009-09-03 Hitachi Ltd Double-system train control device
US20110060486A1 (en) * 2009-09-09 2011-03-10 General Electronics Corporation Control system and method for remotely isolating powered units in a rail vehicle system
US20130018560A1 (en) * 2011-07-14 2013-01-17 Smith Eugene A Method and system for rail vehicle control
CN106660569A (en) * 2014-07-22 2017-05-10 西门子公司 Rail vehicle
CN107408343A (en) * 2015-03-31 2017-11-28 爱信艾达株式会社 Automatic Pilot accessory system, automatic Pilot householder method and computer program
CN105291887A (en) * 2015-11-20 2016-02-03 南车株洲电力机车研究所有限公司 Double-motor torque distribution control method for rubber wheel low-floor intelligent rail train
JP2017199266A (en) * 2016-04-28 2017-11-02 日立オートモティブシステムズ株式会社 Vehicle control system and vehicle system
CN107878504A (en) * 2017-03-31 2018-04-06 比亚迪股份有限公司 Train-installed control system and train
WO2019095699A1 (en) * 2017-11-17 2019-05-23 中车唐山机车车辆有限公司 Rail train brake control system and train
CN108216303A (en) * 2017-12-28 2018-06-29 交控科技股份有限公司 A kind of Vehicle Controller and train
CN108973775A (en) * 2018-07-04 2018-12-11 成都市新筑路桥机械股份有限公司 A kind of drive system and its power distribution method of electron orbit intelligence train
CN109677455A (en) * 2018-12-18 2019-04-26 湖南中车时代通信信号有限公司 A kind of train DAS (Driver Assistant System)

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
高士根: "多列车协同运行的若干控制问题研究", 《中国博士学位论文全文数据库》 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113928474A (en) * 2021-11-29 2022-01-14 沪东中华造船(集团)有限公司 Cab structure of bow-stern bidirectional navigation ship

Also Published As

Publication number Publication date
CN112124087B (en) 2022-05-13

Similar Documents

Publication Publication Date Title
CN109715433A (en) Method for giving battery powered type Vehicular charging
US9796399B2 (en) Method for controlling a land transport vehicle, land transport vehicle, ground equipment and transport system
CN102029923B (en) Rail vehicle with single wheel drives
CN103619639B (en) Utilize multiple sections of conductor means to the system and method for vehicle transfer electric energy
US20140097054A1 (en) Non-rail-bound vehicle
CN105593054A (en) Wireless power supply device and parking support device
CN106132767A (en) External powering device and vehicle method of supplying power to
CN103648826A (en) Train information management device and train information management method
US20190061544A1 (en) Battery exchange system for battery-powered vehicles using auxiliary battery
AU2005310055A1 (en) Pantograph control via GPS
CN109070762A (en) The drive system and vehicle traction method of electric railway vehicle
CN112124087B (en) Distributed control device and method for bidirectional running vehicle
US20220176839A1 (en) Electrified vehicle charging station configured to provide parking guidance to electrified vehicles
CN105121216A (en) Method and arrangement for error detection during charging of an energy storage system
CN109808719A (en) A kind of compartment, head compartment, middle compartment and train
KR100679723B1 (en) Up-Down Control System of Pantograph for Electromotion Vehicle
CN105189187B (en) Electric locomotive control device and electric locomotive control method
BR102013021118A2 (en) Method and system
CN107458414B (en) A kind of failure train traction systems approach based on UWB and visual servo
JP6823313B2 (en) AC overhead wire type storage battery car
CN202345680U (en) Stringing type dual-power electric locomotive for mining
AU2006332097A1 (en) Method and device for the transport of goods by rail
CN104483559B (en) CRH380B type motor train unit auxiliary converter extension power supply function test method
CN110979394A (en) Vehicle, adhesion and rack drive switching control system and control method
JP2014217087A (en) Electric locomotive system and electric locomotive

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant