CN211427083U - Automatic driving controller and control cabinet of high-speed train - Google Patents

Abstract

The application discloses high-speed train automatic driving controller includes: one or more ATO control units; the ATO control unit comprises an ATO main control module, and a wireless communication module, a vehicle bus communication module and an analog quantity acquisition module which are respectively connected with the ATO main control module; the analog quantity acquisition module is connected with a speed sensor of the train; the ATO main control module is connected with a vehicle main control unit (CCU) through a vehicle bus communication module; the wireless communication module comprises an ATP communication module and a vehicle-ground communication module; the ATP communication module is wirelessly connected with the ATP equipment; the vehicle-ground communication module comprises a GPRS radio station and is in wireless connection with the ground equipment through the GPRS radio station. Through the scheme of the embodiment, the automatic driving technology is realized on the high-speed train, the running efficiency is improved, the working intensity of a driver is reduced, and the riding experience of passengers is improved.

Description

Automatic driving controller and control cabinet of high-speed train

Technical Field

The embodiment of the utility model provides a relate to the train control technique, indicate especially a high-speed train automatic driving controller and control cabinet.

Background

A Train operation Control System (CTCS) is the most important technical equipment in the high-speed railway in China, and is responsible for safety functions such as Train tracking safety Control and Train operation Control. The CTCS-2 level train control system applied to the 200-plus-250 km/h line and the CTCS-3 level train control system applied to the 300-plus-350 km/h line are rapidly developed and improved. At present, the development of domestic high-speed railways gradually goes from the past high-speed development period to the steady construction period.

With the increase of the total mileage of the high-speed railway, the improvement of the high-speed railway service and the passenger experience are more and more emphasized, however, the CTCS-3 grade high-speed railway train control system is still manually driven by a driver, the manual driving is influenced by the operating proficiency of the driver, the situations of overlarge train traction force and brake force sometimes occur, and the riding comfort of passengers is influenced; meanwhile, drivers are easy to fatigue in long-time driving, which is not favorable for train driving safety. Therefore, the demand for automatic driving operation of high-speed railway trains is urgent.

SUMMERY OF THE UTILITY MODEL

The embodiment of the utility model provides a high-speed train automatic driving controller and control cabinet can realize the automatic driving technique on high-speed train, has improved the operating efficiency, has reduced driver working strength, has promoted passenger's experience by bus.

The embodiment of the utility model provides a high-speed train automatic driving controller is still provided, can include: one or more train automatic driving system ATO control units; the ATO control unit includes: the system comprises a wireless communication module, a vehicle bus communication module, an analog quantity acquisition module and an ATO (automatic train operation) main control module;

the ATO main control module is respectively connected with the wireless communication module, the vehicle bus communication module and the analog quantity acquisition module;

the analog quantity acquisition module is connected with a wheel axle speed sensor and an acceleration sensor on the train and sends the acquired wheel axle speed and acceleration to the ATO main control module;

the ATO main control module is connected with a vehicle main control unit (CCU) through the vehicle bus communication module;

the wireless communication module includes: the train protection system comprises an ATP communication module and a train-ground communication module; the ATP communication module is in wireless connection with ATP equipment of a train operation control system (CTCS) and is arranged to transmit data interacted between the ATP equipment and the ATO main control module; the train-ground communication module comprises a General Packet Radio Service (GPRS) radio station, and the train-ground communication module is in wireless connection with ground equipment through the GPRS radio station and is set to transmit interactive data between the ground equipment and the ATO main control module.

In an exemplary embodiment of the present application, the vehicle bus communication module is connected to the CCU via a multifunction vehicle bus MVB vehicle bus and a train real-time data protocol TRDP real-time ethernet bus.

In an exemplary embodiment of the present application, the ATO control unit may be plural, and the plural ATO control units may include: a first ATO control unit and a second ATO control unit; the first ATO control unit and the second ATO control unit are redundant to each other.

In an exemplary embodiment of the present application, the ATP device of the CTCS may include a first ATP device and a second ATP device that are redundant of each other;

the first ATP equipment is respectively connected with a first ATP communication module of the first ATO control unit and a second ATP communication module of the second ATO control unit;

the second ATP device is respectively connected with the first ATP communication module of the first ATO control unit and the second ATP communication module of the second ATO control unit.

In an exemplary embodiment of the present application, the first ATO master control module of the first ATO control unit and the second ATO master control module of the second ATO control unit are connected via a serial interface.

In an exemplary embodiment of the present application, the high speed train automatic driving controller may further include a first circuit breaker and a second circuit breaker;

the first circuit breaker is connected with the first ATO control unit and used for powering on and powering off the first ATO control unit;

and the second circuit breaker is connected with the second ATO control unit and is used for powering on and powering off the second ATO control unit.

In an exemplary embodiment of the present application, the high speed train autopilot controller further comprises a first set of relays and a second set of relays; the first set of relays comprises a first digital input relay and a first digital output relay, and the second set of relays comprises a second digital input relay and a second digital output relay;

the first group of relays are connected with the first ATO control unit; the second group of relays are connected with the second ATO control unit;

wherein the first vehicle bus communication module is connected with the second vehicle bus communication module.

The application also provides a high-speed train automatic driving control cabinet which can comprise any one of the high-speed train automatic driving controllers; the method can also comprise the following steps: one or more ATO control panels, which may include: the system comprises a wireless communication board, a vehicle bus communication board, an analog quantity acquisition board and an ATO (automatic train operation) main control board;

the wireless communication board is provided with a wireless communication module in the automatic driving controller of the high-speed train;

the vehicle bus communication board is provided with a vehicle bus communication module in the automatic driving controller of the high-speed train;

the analog quantity acquisition board is provided with an analog quantity acquisition module in the automatic driving controller of the high-speed train;

and the ATO main control board is provided with an ATO main control module in the automatic driving controller of the high-speed train.

In an exemplary embodiment of the present application, the ATO control panel is a plurality of, and the plurality of ATO control panels includes: a first ATO control panel and a second ATO control panel; the first ATO control board and the second ATO control board are mutually redundant;

the automatic driving control cabinet for the high-speed train can further comprise: a first power supply board and a second power supply board; the first power supply board is used for supplying power to the first ATO control board and the second ATO control board respectively and converting 24V into 5/15V; the second power supply board is used for converting the vehicle voltage into 24V voltage;

the number of the second power supply boards is two, and the two second power supply boards are mutually redundant and are respectively connected with the first power supply board.

In an exemplary embodiment of the present application, the high speed train autopilot control cabinet may further include: a first circuit breaker, a second circuit breaker, an external-to-external connector board, and a General Packet Radio Service (GPRS) electronic board;

the first circuit breaker is connected with the first ATO control board and used for powering on and powering off the first ATO control board;

the second circuit breaker is connected with the second ATO control board and is used for powering on and powering off the second ATO control board;

the external connector board is respectively connected with the first ATO control board and the second ATO control board and is connected with an information interface of the vehicle;

and the GPRS radio station board is respectively connected with the wireless communication boards in the first ATO control board and the second ATO control board.

Compared with the related art, the high-speed train automatic driving controller of the application can comprise: one or more train automatic driving system ATO control units; the ATO control unit includes: the system comprises a wireless communication module, a vehicle bus communication module, an analog quantity acquisition module and an ATO (automatic train operation) main control module; the ATO main control module is respectively connected with the wireless communication module, the vehicle bus communication module and the analog quantity acquisition module; the analog quantity acquisition module is connected with a wheel axle speed sensor and an acceleration sensor on the train and sends the acquired wheel axle speed and acceleration to the ATO main control module; the ATO main control module is connected with a vehicle main control unit (CCU) through the vehicle bus communication module; the wireless communication module includes: the train protection system comprises an ATP communication module and a train-ground communication module; the ATP communication module is in wireless connection with ATP equipment of a train operation control system (CTCS) and is arranged to transmit data interacted between the ATP equipment and the ATO main control module; the train-ground communication module comprises a General Packet Radio Service (GPRS) radio station, and the train-ground communication module is in wireless connection with ground equipment through the GPRS radio station and is set to transmit interactive data between the ground equipment and the ATO main control module. According to the scheme of the embodiment, the automatic driving technology is realized on the high-speed train with the speed of more than 300km/h, the running efficiency is improved, the working intensity of a driver is reduced, and the riding experience of passengers is improved.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and drawings.

Drawings

The accompanying drawings are included to provide a further understanding of the embodiments of the present invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the embodiments of the invention and not to limit the embodiments of the invention.

FIG. 1 is a schematic diagram of an ATO control unit in accordance with an embodiment of the present invention;

fig. 2 is a schematic diagram of the internal logic relationship and the connection relationship with the peripheral of two sets of redundant ATO control units according to the embodiment of the present invention;

fig. 3 is a block diagram of the automatic driving control cabinet for high-speed train according to the embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.

The application provides a high-speed train automatic driving controller, as shown in fig. 1, can include: one or more train automatic driving system ATO control units; the ATO control unit (i.e., ATO in fig. 1) may include: the system comprises a wireless communication module 1, a vehicle bus communication module 2, an analog quantity acquisition module 3 and an ATO (automatic train operation) main control module 4;

the ATO main control module 4 is respectively connected with the wireless communication module 1, the vehicle bus communication module 2 and the analog quantity acquisition module 3;

the analog quantity acquisition module 3 is connected with a wheel axle speed sensor and an acceleration sensor 6 on the train 5 and sends the acquired wheel axle speed and acceleration to the ATO main control module 4;

the ATO main control module 4 is connected with a vehicle main control unit CCU of the train 5 through the vehicle bus communication module 2;

the wireless communication module 1 includes: an ATP communication module 11 and a train-ground communication module 12 of the automatic train protection system; the ATP communication module 11 is wirelessly connected with ATP equipment 7 of a train operation control system (CTCS) and is configured to transmit interactive data between the ATP equipment 7 and the ATO main control module 4; the vehicle-ground communication module 12 comprises a General Packet Radio Service (GPRS) radio station 121, and the vehicle-ground communication module 12 is wirelessly connected with the ground equipment 8 through the GPRS radio station 121 and is configured to transmit interactive data between the ground equipment 8 and the ATO main control module 4.

In the exemplary embodiment of the application, an ATO (Automatic Train Operation, referred to as ATO) Automatic driving unit which is developed completely and autonomously, namely the ATO control unit, is developed based on an introduced CTCS-3 level ATP (Automatic Train Protection, referred to as ATP) system, and the ATO control unit can realize Automatic driving of a high-speed railway of 300-.

In an exemplary embodiment of the present application, the ATO control unit may include the following functions: ATP communication (which may be implemented by the ATP communication module 11), speed and distance measurement processing (which may be implemented by the analog quantity acquisition module 3 and the ATO main control module 4), train control (which may be implemented by the ATO main control module 4), and train-ground communication (which may be implemented by the train-ground communication module 12 including the GPRS radio station 121).

In an exemplary embodiment of the present application, the ATP communication module 11 is responsible for communicating with the ATP device 7 of the CTCS-3, and the communication content may include, but is not limited to, vehicle door status, vehicle door permission, grade data, speed limit, tunnel, phase separation, movement authorization, and status information, etc.

In an exemplary embodiment of the present application, the ATO main control module 4 may obtain ATP information such as an ATO enable signal, a door state, a traction brake handle state, a forward/backward direction handle state, an ATP stop state, a driver's cab activation state, ramp data, and a speed limit from the ATP device 7, and use the obtained ATP information for ATO vehicle control. The ATO master control module 4 feeds back the following information to the ATP device 7: the working state of the ATO control unit, the door control mode, the ATO door opening command, the traction control quantity, the brake control quantity, the ATO parking error and other information. In addition, the display information for prompting the driver by the ATO car control can be sent to the ATP device 7 through the RS422, and is displayed to the driver by the ATP device 7 on the human-computer interface for viewing.

In an exemplary embodiment of the present application, the analog quantity acquisition module 3 may acquire data of a wheel axle speed sensor and an acceleration sensor, the ATO main control module 4 may perform wheel idle and sliding determination according to the acquired data, calculate a wheel speed by using different data fusion algorithms according to a wheel state, and finally calculate a train speed and a train running distance according to the wheel speed and the wheel state.

In the exemplary embodiment of the present application, the train-ground communication module 12 receives information such as an operation plan and station-to-station data (including line basic data and temporary speed limit) of the ground device 8 through the GPRS station 121, and implements functions such as automatic train speed control, automatic door opening, and linkage control of a train door/station door.

In an exemplary embodiment of the present application, the implementation of train control is that the ATO main control module 4 implements communication with the vehicle main control unit CCU based on the above speed and distance measuring information, the operation plan information obtained by wireless communication, and the like, and the ATO main control module 4 sends information such as a traction control amount level, a brake control amount level, and an ATO validity level to the CCU to perform automatic driving control on a train, thereby ensuring accurate and stable train stop.

In an exemplary embodiment of the present application, the vehicle bus communication module 2 may be connected to the CCU via a multifunction vehicle bus MVB vehicle bus and a train real-time data protocol TRDP real-time ethernet bus.

In an exemplary embodiment of the present application, as shown in fig. 2, the ATO control unit may be plural, and the plural ATO control units may include: a first ATO control unit (shown as ATO-1 in FIG. 2) and a second ATO control unit (shown as ATO-2 in FIG. 2); the first ATO control unit and the second ATO control unit are redundant to each other.

In an exemplary embodiment of the present application, fig. 2 is a diagram illustrating an internal logical connection relationship of an ATO control unit and a connection relationship between the ATO control unit and a peripheral device, where the internal logical connection relationship of the ATO control unit is inside a virtual frame, and the connection relationship between the ATO control unit and the peripheral device is outside the virtual frame.

In an exemplary embodiment of the present application, the first ATO control unit (ATO-1) may include: the system comprises a first wireless communication module 1-1, a first vehicle bus communication module 2-1, a first analog quantity acquisition module 3-1 and a first ATO main control module 4-1;

the first ATO main control module 4-1 is respectively connected with the first wireless communication module 1-1, the first vehicle bus communication module 2-1 and the first analog quantity acquisition module 3-1;

the first analog quantity acquisition module 3-1 is connected with a wheel axle speed sensor and an acceleration sensor 6 on the train 5;

the first ATO master control module 4-1 is connected with a vehicle master control unit (CCU) of a train 5 through the first vehicle bus communication module 2-1;

the first wireless communication module 1-1 includes: the first ATP communication module 11-1 and the first vehicle-ground communication module 12-1; the first ATP communication module 11-1 is wirelessly connected with ATP equipment 7 of a train operation control system (CTCS); the first vehicle-ground communication module 12-1 comprises a General Packet Radio Service (GPRS) radio station 121, and the first vehicle-ground communication module 12-1 is wirelessly connected with the ground equipment 8 through the GPRS radio station 121.

In an exemplary embodiment of the present application, the second ATO control unit (ATO-2) may include: the system comprises a second wireless communication module 1-2, a second vehicle bus communication module 2-2, a second analog quantity acquisition module 3-2 and a second ATO main control module 4-2;

the second ATO main control module 4-2 is respectively connected with the second wireless communication module 1-2, the second vehicle bus communication module 2-2 and the second analog quantity acquisition module 3-2;

the second analog quantity acquisition module 3-2 is connected with a wheel axle speed sensor and an acceleration sensor 6 on the train 5;

the second ATO master control module 4-2 is connected with a vehicle master control unit (CCU) of the train 5 through the second vehicle bus communication module 2-2;

the second wireless communication module 1-2 includes: a second ATP communication module 11-2 and a second train-ground communication module 12-2; the second ATP communication module 11-2 is wirelessly connected with the ATP device 7 of the train operation control system CTCS; the second ground communication module 12-2 comprises a general packet radio service GPRS radio station 121, and the second ground communication module 12-2 is wirelessly connected with the ground equipment 8 through the GPRS radio station 121.

In the exemplary embodiment of the present application, the first vehicle-ground communication module 12-1 and the second vehicle-ground communication module 12-2 may share one GPRS radio station 121, or may respectively use respective GPRS radio stations 121.

In the exemplary embodiment of the present application, when the first train-ground communication module 12-1 and the second train-ground communication module 12-2 share one GPRS radio station 121, the main system in the two systems of the ATO control units, which are redundant to each other, can perform wireless communication with the ground device through the GPRS radio station to complete the operation plan.

In an exemplary embodiment of the present application, the first ATO master control module of the first ATO control unit (ATO-1) and the second ATO master control module of the second ATO control unit are connected via a serial interface.

In the exemplary embodiment of the present application, the inter-train communication and the inter-train master-slave logic and switching between the two systems of the first ATO control unit (ATO-1) and the second ATO control unit (ATO-2) can be realized through the inter-train RS 422.

In an exemplary embodiment of the present application, the high speed train automatic driving controller may further include a first circuit breaker and a second circuit breaker;

the first circuit breaker is connected with the first ATO control unit (ATO-1) and used for powering on and powering off the first ATO control unit (ATO-1);

and the second circuit breaker is connected with the second ATO control unit (ATO-2) and is used for powering on and powering off the second ATO control unit (ATO-2).

In an exemplary embodiment of the present application, the first vehicle bus communication module 2-1 is connected to the second vehicle bus communication module 2-2.

In an exemplary embodiment of the present application, the high speed train automatic driving controller may further include a first group relay 10-1 and a second group relay 10-2; the first set of relays 10-1 comprises a first digital input relay and a first digital output relay, and the second set of relays 10-2 comprises a second digital input relay and a second digital output relay;

the first group of relays 10-1 are connected with an ATO main control module of the first ATO control unit; the second group of relays 10-2 are connected with an ATO main control module of the second ATO control unit;

the first and second sets of relays 10-1 and 10-2 may implement two-way DO (digital output) and four-way DI (digital input), respectively.

In an exemplary embodiment of the present application, the ATO master control module may implement the vehicle cab button collection and door command output through relays (the first and second sets of relays 10-1 and 10-2).

In an exemplary embodiment of the present application, the first and second sets of relays 10-1 and 10-2 may each be provided on the relay board 10.

In the exemplary embodiment of the application, due to the limited board card position, 4 paths of digital quantity acquisition circuits (namely digital input) can be placed on the wireless communication board, and 2 paths of digital quantity output circuits (namely digital output) can be placed on the vehicle bus communication board.

In the exemplary embodiment of the application, the relays are essentially all directly connected with the ATO main control module, the ATO main control module is a contact of the acquisition relay for input, and a coil of the control relay for output, so that the acquisition and output of the vehicle side IO signals are realized.

In the exemplary embodiment of the present application, two sets of relays are included on the relay board 10, respectively for the first ATO control unit and the second ATO control unit, wherein the digital input relays in the two sets of relays collect the same external signal, and any one of the two ATO control units can be independently collected. The digital output relays in the two groups of relays are connected in parallel to control the same external signal, and when any ATO unit in the two ATO control units outputs digital information, the control on the external signal can be output. In the exemplary embodiment of the present application, the two vehicle bus communication modules (the first vehicle bus communication module 2-1 is connected to the second vehicle bus communication module 2-2) are connected in series because both ATO host control modules are connected in series to the vehicle network and communicate with the CCU, and the vehicle bus is physically an RS485 interface and thus can only be connected in series. When one ATO control unit fails, the other ATO control unit can continue to operate.

In an exemplary embodiment of the present application, the ATP device 7 of the CTCS may further include a first ATP device (shown as ATP-1 in fig. 2) and a second ATP device (shown as ATP-2 in fig. 2) that are redundant to each other;

the first ATP device (ATP-1) is respectively connected with a first ATP communication module 11-1 of the first ATO control unit (ATO-1) and a second ATP communication module 11-2 of the second ATO control unit (ATO-2);

the second ATP device (ATP-2) is connected 11-2 to the first ATP communication module 11-1 of the first ATO control unit (ATO-1) and the second ATP communication module of the second ATO control unit (ATO-2), respectively.

In an exemplary embodiment of the present application, the first ATO control unit (ATO-1) and the second ATO control unit (ATO-2) may both systems communicate with the first ATP device (ATP-1) and the second ATP device (ATP-2) through the RS422, respectively.

In the exemplary embodiment of the application, the ATO and ATP communication interface adopts an RS422 interface commonly used in ATP equipment, can support long-distance communication, and supports independent installation of the ATO control unit outside the cabinet.

The application also provides an automatic driving control cabinet of a high-speed train, which can comprise any one of the automatic driving controllers of the high-speed train as shown in fig. 3; the method can also comprise the following steps: one or more ATO control panels (shown as ATO-A and ATO-B in FIG. 3) that may include: wireless communication boards (shown as 1-A and 1-B in FIG. 3), vehicle bus communication boards (shown as 2-A and 2-B in FIG. 3), analog quantity acquisition boards (shown as 3-A and 3-B in FIG. 3), and ATO master control boards (shown as 4-A and 4-B in FIG. 3);

the wireless communication board is provided with a wireless communication module 1 in the automatic driving controller of the high-speed train;

the vehicle bus communication board is provided with a vehicle bus communication module 2 in the high-speed train automatic driving controller;

the analog quantity acquisition board is provided with an analog quantity acquisition module 3 in the automatic driving controller of the high-speed train;

and an ATO main control module 4 in the automatic driving controller of the high-speed train is arranged on the ATO main control board.

In an exemplary embodiment of the present application, the ATO control unit may be designed as A standard 6U cage (i.e. A cabinet), and as shown in fig. 3, to ensure the reliability of the ATO control unit, the ATO control unit may be designed as two redundant systems, ATO-A and ATO-B, respectively, and the two systems are provided with independent switches: the first circuit breaker 9-A and the second circuit breaker 9-B realize independent power-on and power-off of a single system.

In an exemplary embodiment of the present application, the ATO control panel is a plurality of, and the plurality of ATO control panels includes: a first ATO control panel (ATO-A) and A second ATO control panel (ATO-B); the first ATO control panel (ATO-A) and the second ATO control panel (ATO-B) are redundant of each other;

the automatic driving control cabinet for the high-speed train can further comprise: a first power board V1 and a second power board V2; the first power supply board V1 is used for respectively supplying power to the first ATO control board (ATO-A) and the second ATO control board (ATO-B), and can be used for converting 24V into 5/15V; the second power panel V2 may be used to convert a vehicle voltage (e.g., 110V) to a 24V voltage;

the number of the second power supply boards V2 may be two, and two second power supply boards (shown as V2-1 and V2-2 in fig. 3) are redundant with each other and are respectively connected to the first power supply board V1.

In an exemplary embodiment of the present application, the first power board V1 may be a 24V to 5/15V power board, and the second power board V2 may be a 110V to 24V power board. Wherein, the 24V-5/15V power panel can be shared by two systems.

In an exemplary embodiment of the present application, the high speed train autopilot control cabinet may further include: a first circuit breaker 9-a, a second circuit breaker 9-B, an external connector board 10 and a general packet radio service GPRS electronic board (shown as GPRS in fig. 3);

the first circuit breaker 9-A is connected with the first ATO control panel and is used for powering on and powering off the first ATO control panel (ATO-A);

the second circuit breaker 9-B is connected with the second ATO control panel (ATO-B) and is used for powering on and powering off the second ATO control panel (ATO-B);

the external connector board M is respectively connected with A first ATO control board (ATO-A) and A second ATO control board (ATO-B) and is connected with an information interface of the vehicle;

the GPRS radio station board is respectively connected with wireless communication boards (1-A and 1-B) in a first ATO control board (ATO-B) and a second ATO control board (ATO-B).

In an exemplary embodiment of the present application, the high speed train autopilot control cabinet may further include a relay board 10 AB;

the relay board 10AB may be connected to the first wireless communication board 1-a and the second wireless communication board 1-B, respectively, and may implement two-way DO (digital output) respectively; the relay board 10AB may also be connected to the first vehicle bus communication board 2-a and the second vehicle bus communication board 2-B, respectively, and may implement four-way DI (digital input), respectively.

In an exemplary embodiment of the present application, the first ATO control board (ATO-A) and the second ATO control board (ATO-B) may provide an interface for A vehicle cab button collection, A door command output, and the like through A relay board.

In an exemplary embodiment of the present application, each board may be designed as a standard 5TE or 10TE 6U module, which is convenient to install in a cage, and functions of each board may be as follows: the vehicle bus communication board supports an MVB vehicle bus and a TRDP real-time Ethernet bus and is responsible for communicating with a vehicle main control CCU; the analog quantity acquisition board supports analog quantity acquisition and is responsible for acquiring pulse information of the speed sensor; the wireless communication board supports a vehicle-ground communication protocol, and the board card realizes communication with ground equipment through a GPRS electronic platform board; the ATO main control board realizes ATO vehicle control logic realization; the 110V-to-24V power supply module is responsible for converting 110V electricity of the vehicle into 24V electricity; the power panel converting from 24V to 5/15V is responsible for supplying power for two series of ATO cards; and the external connector board is responsible for realizing the interface connection between the ATO main control unit and the vehicle.

In exemplary embodiments of the present application, the present application has at least the following advantages:

1. aiming at CTCS-3ATP equipment widely used at present, an ATP equipment cabinet is a standard 19-inch cabinet, an ATO control unit is a standard 19-inch 6U cage, and the ATP equipment cabinet is conveniently installed in the ATP equipment cabinet.

2. The ATO control unit is designed based on the widely-used CTCS-3ATP equipment, and the ATO control unit is independently designed into a 6U standard cage to realize independent installation.

3. The ATO and ATP communication interface adopts a general RS422 interface in ATP equipment, supports long-distance communication, and supports independent installation of the ATO unit outside the cabinet.

4. The ATO control unit does not need to change ATP equipment hardware, only needs ATP equipment modification software to carry out adaptation, relies on existing ATP equipment to complete automatic control of the train, and is small in workload and high in feasibility.

5. The ATO control unit supports automatic driving under 300-350km/h, belongs to the automatic driving technology under the speed of more than 300km/h for the first time in the world, improves the operation efficiency, reduces the working intensity of a driver, and improves the riding experience of passengers.

In the description of the present invention, it should be noted that the terms "upper", "lower", "one side", "the other side", "one end", "the other end", "side", "relative", "four corners", "periphery", "mouth" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplification of the description, but do not indicate or imply that the structure referred to has a specific orientation, is constructed and operated in a specific orientation, and thus, cannot be construed as limiting the present invention.

In the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "connected," "directly connected," "indirectly connected," "fixedly connected," "mounted," and "assembled" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally connected; the terms "mounted," "connected," and "fixedly connected" may be directly connected or indirectly connected through intervening media, or may be connected through two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Although the embodiments of the present invention have been described above, the description is only for the convenience of understanding the present invention, and the present invention is not limited thereto. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (10)

1. An automatic driving controller for a high-speed train, comprising: one or more train automatic driving system ATO control units; the ATO control unit includes: the system comprises a wireless communication module, a vehicle bus communication module, an analog quantity acquisition module and an ATO (automatic train operation) main control module;

the analog quantity acquisition module is connected with a wheel axle speed sensor and an acceleration sensor on the train and sends the acquired wheel axle speed and acceleration to the ATO main control module;

the ATO main control module is connected with a vehicle main control unit (CCU) through the vehicle bus communication module;

the wireless communication module includes: the train protection system comprises an ATP communication module and a train-ground communication module; the ATP communication module is in wireless connection with ATP equipment of a train operation control system (CTCS) and is arranged to transmit data interacted between the ATP equipment and the ATO main control module; the train-ground communication module comprises a General Packet Radio Service (GPRS) radio station, and the train-ground communication module is in wireless connection with ground equipment through the GPRS radio station and is set to transmit interactive data between the ground equipment and the ATO main control module.

2. The high-speed train automatic driving controller according to claim 1, wherein the vehicle bus communication module is connected with the CCU through a multifunctional vehicle bus MVB and a train real-time data protocol TRDP real-time ethernet bus.

3. The automatic drive controller for high-speed train according to claim 1, wherein the ATO control unit is plural, and the plural ATO control units include: a first ATO control unit and a second ATO control unit; the first ATO control unit and the second ATO control unit are redundant to each other.

4. The high-speed train automatic driving controller according to claim 3, wherein the ATP device of the CTCS includes a first ATP device and a second ATP device that are redundant of each other;

the first ATP equipment is respectively connected with a first ATP communication module of the first ATO control unit and a second ATP communication module of the second ATO control unit;

the second ATP device is respectively connected with the first ATP communication module of the first ATO control unit and the second ATP communication module of the second ATO control unit.

5. The automatic driving controller for high-speed train according to claim 3, wherein the first ATO master control module of the first ATO control unit and the second ATO master control module of the second ATO control unit are connected via a serial interface.

6. The high-speed train automatic driving controller according to claim 3, further comprising a first circuit breaker and a second circuit breaker;

the first circuit breaker is connected with the first ATO control unit and used for powering on and powering off the first ATO control unit;

and the second circuit breaker is connected with the second ATO control unit and is used for powering on and powering off the second ATO control unit.

7. The high-speed train automatic driving controller according to claim 3, further comprising a first group of relays and a second group of relays; the first set of relays comprises a first digital input relay and a first digital output relay, and the second set of relays comprises a second digital input relay and a second digital output relay;

the first group of relays are connected with an ATO main control module of the first ATO control unit; the second group of relays are connected with the ATO main control module of the second ATO control unit;

and a first vehicle bus communication module in the first ATO control unit is connected with a second vehicle bus communication module in the second ATO control unit.

8. A high-speed train automatic driving control cabinet, which is characterized by comprising the high-speed train automatic driving controller of any one of claims 1 to 7; further comprising: one or more ATO control panels, the ATO control panels comprising: the system comprises a wireless communication board, a vehicle bus communication board, an analog quantity acquisition board and an ATO (automatic train operation) main control board;

the wireless communication board is provided with a wireless communication module in the automatic driving controller of the high-speed train;

the vehicle bus communication board is provided with a vehicle bus communication module in the automatic driving controller of the high-speed train;

the analog quantity acquisition board is provided with an analog quantity acquisition module in the automatic driving controller of the high-speed train;

and the ATO main control board is provided with an ATO main control module in the automatic driving controller of the high-speed train.

9. The high speed train autopilot control cabinet of claim 8 wherein the ATO control panel is a plurality of, the plurality of ATO control panels including: a first ATO control panel and a second ATO control panel; the first ATO control board and the second ATO control board are mutually redundant;

the automatic driving control cabinet of the high-speed train further comprises: a first power supply board and a second power supply board; the first power supply board is used for supplying power to the first ATO control board and the second ATO control board respectively and converting 24V into 5/15V; the second power supply board is used for converting the vehicle voltage into 24V voltage;

the number of the second power supply boards is two, and the two second power supply boards are mutually redundant and are respectively connected with the first power supply board.

10. The high speed train autopilot control cabinet of claim 9 further comprising: a first circuit breaker, a second circuit breaker, an external-to-external connector board, and a General Packet Radio Service (GPRS) electronic board;

the first circuit breaker is connected with the first ATO control board and used for powering on and powering off the first ATO control board;

the second circuit breaker is connected with the second ATO control board and is used for powering on and powering off the second ATO control board;

the external connector board is respectively connected with the first ATO control board and the second ATO control board and is connected with an information interface of the vehicle;

and the GPRS radio station board is respectively connected with the wireless communication boards in the first ATO control board and the second ATO control board.

Images