CN219668199U - Driver controller and train control system - Google Patents

Abstract

The utility model relates to the technical field of rail transit, in particular to a driver controller and a train control system, wherein the driver controller comprises: the control module is used for acquiring current automatic gear information of the train driving system and generating a control signal; the execution module comprises a controller handle and an execution motor; the execution motor receives the control signal and controls the controller handle to move to the same manual gear. In the utility model, the manual gear can always follow the automatic gear change. When automatic driving is switched to manual driving, the manual gear can directly follow the manual driving gear, adjustment is not needed from the zero position of the manual gear, the buffer time of gear switching is shortened, and impact damage to a system caused by overlarge gear mutation is avoided. The train control system comprises the driver controller and the train driving system, and realizes smooth switching between automatic driving and manual driving.

Description

Driver controller and train control system

Technical Field

The utility model relates to the technical field of rail transit, in particular to a driver controller and a train control system.

Background

The automatic train driving technology is developed in the urban rail transit field at the earliest, is very mature, and becomes the standard configuration of the automatic control system of the rail transit train. In the field of high-speed rail, automatic driving systems based on motor train unit operation have been implemented for large-scale applications. On the basis of referencing the key technology of the automatic driving of the high-speed rail, the automatic driving technology of the freight train is also rapidly developed.

At present, the freight train operation cannot be completely unmanned without being attended by a driver, and in many cases, the driver is still required to operate the freight train. Thus, switching between the two modes of operation, manual and automatic, is involved in the train running. Switching the operating mode is performed using the driver controller handle. When the driver is in the automatic driving mode, the handle of the driver controller is in a zero position, and when the driver needs to switch to the manual driving mode, the driver moves the handle of the driver controller to separate from the zero position, and then enters the manual driving mode.

However, when the automatic driving mode is switched to the manual driving mode, the gear of the driver controller handle after being separated from the zero position is inconsistent with the gear of the automatic driving mode before being switched, so that the buffer time for gear switching in the train control system is long, and impact damage can be caused to the system if the gear suddenly changes too much.

Disclosure of Invention

The embodiment of the utility model provides a driver controller and a train control system, which solve the problems that the buffer time for gear switching in the train control system is long, and impact damage is caused to the system if the gear suddenly changes too much.

An aspect of an embodiment of the present utility model provides a driver controller, including:

the control module is used for being in communication connection with the train driving system to acquire current automatic gear information of the train driving system and generating a control signal according to the automatic gear information;

the execution module comprises a controller handle and an execution motor; the execution motor is electrically connected with the controller handle;

the execution motor is in communication connection with the control module to receive the control signal and control the controller handle to move to the same manual gear.

In one possible implementation, the control module includes a communication unit and a control unit;

the communication unit is used for being in communication connection with the train driving system so as to acquire the working mode and automatic gear information of the train driving system; wherein, the working mode is: an automatic driving mode or a manual driving mode;

the control unit is electrically connected with the communication unit to acquire automatic gear information on the communication unit and generate a control signal from the automatic gear information;

the control unit is also in communication with the execution motor to send control signals to the execution motor.

In one possible implementation, the controller handle is further configured to send a contact signal to the actuator motor;

the execution motor is also used for being in communication connection with the train driving system so as to generate a manual driving signal by the contact signal and send the manual driving signal to the train driving system;

the train driving system receives the contact signal and automatically switches the automatic driving mode to the manual driving mode.

In one possible implementation, the execution motor is further configured to obtain current manual gear information of the controller handle, so as to generate an output signal according to the manual gear information;

the communication unit is also used for receiving the output signal so as to compare whether the manual gear information in the output signal is consistent with the automatic gear information in the control signal, and if not, the communication unit sends out alarm information.

In one possible implementation, the communication unit is further configured to generate an alarm signal from the alarm information and send the alarm signal to the train driving system;

the train driving system is also used for receiving the alarm signal and automatically switching the automatic driving mode to the manual driving mode.

The embodiment of the utility model also provides a train control system which comprises the driver controller of any one of the above, and also comprises a train driving system;

and the train driving system is used for being in communication connection with the driver controller so as to send the current automatic gear information of the train driving system to the driver controller.

In one possible implementation, the train driving system further comprises an autopilot system;

and the automatic driving system is used for generating train traveling information, judging whether the train has the condition of entering the automatic driving mode according to the train traveling information, and prompting if the train has the condition of entering the automatic driving mode.

In one possible implementation, the train travel information includes: train heading and traction grade, or train heading and brake grade.

In one possible implementation, the train driving system includes a display unit;

the display unit is used for being in communication connection with the automatic driving system so as to display the automatic driving mode selection item and the manual driving mode selection item for a driver to select when the train has the condition of the automatic driving mode.

As can be seen from the foregoing, in one aspect, the present utility model provides a driver controller, including: the control module is used for being in communication connection with the train driving system to acquire current automatic gear information of the train driving system and generating a control signal according to the automatic gear information; the execution module comprises a controller handle and an execution motor; the execution motor is electrically connected with the controller handle; the execution motor is in communication connection with the control module to receive the control signal and control the controller handle to move to the same manual gear. According to the utility model, the manual gear can always follow the automatic gear change through the information transmission of the control signal and the movement control of the execution motor. When automatic driving is switched to manual driving, the manual gear can directly follow the manual driving gear, adjustment is not needed from the zero position of the manual gear, the buffer time of gear switching is shortened, and impact damage to a system caused by overlarge gear mutation is avoided. An aspect of the present utility model provides a train control system, including the driver controller and the train driving system described above, so as to implement smooth switching between automatic driving and manual driving.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the practice of the utility model and together with the description, serve to explain the principles of the embodiments of the utility model. It is evident that the drawings in the following description are only some embodiments of the implementation of the present utility model and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.

FIG. 1 is a schematic diagram of a system architecture of a driver controller according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram of a system architecture of a driver controller according to another embodiment of the present utility model;

FIG. 3 is a schematic diagram of a train control system shown in an embodiment of the present utility model;

FIG. 4 is a schematic diagram of a train control system shown in another embodiment of the present utility model;

fig. 5 is a schematic diagram of a train control system shown in accordance with yet another embodiment of the present utility model.

Reference numerals illustrate:

100-a driver controller; 200-train driving system;

110-a control module; 120-an execution module; 210—an autopilot system; 220-a display unit;

a 111-communication unit; 112-a control unit; 121-a controller handle; 122-execute motor.

Detailed Description

Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of the implementations of embodiments of the utility model.

The existing train running process involves switching between two working modes, manual driving and automatic driving. Switching the operating mode is performed using the driver controller handle. When the driver is in the automatic driving mode, the handle of the driver controller is in a zero position, and when the driver needs to switch to the manual driving mode, the driver moves the handle of the driver controller to separate from the zero position, and then enters the manual driving mode. However, when the automatic driving mode is switched to the manual driving mode, the gear of the driver controller handle after being separated from the zero position is inconsistent with the gear of the automatic driving mode before being switched, so that the buffer time for gear switching in the train control system is long, and impact damage can be caused to the system if the gear suddenly changes too much.

The embodiment of the utility model provides a driver controller for solving the problems that the buffer time for gear switching in the train control system is long, and impact damage is caused to the system if the gear suddenly changes too much. Fig. 1 is a schematic diagram of a system structure of a driver controller according to an embodiment of the present utility model, and referring to fig. 1, includes: the control module 110 is configured to be communicatively connected to the train driving system 200, so as to obtain current automatic gear information of the train driving system 200, and generate a control signal according to the automatic gear information. It will be appreciated that the automatic shift information should include: during the automatic running of the train, the traction level or the braking level of the automatic gear is achieved. Such as traction primary, traction tertiary, braking primary, braking tertiary. When the automatic gear is at a traction level, the motor provides traction for the train, and the train is in an acceleration or uniform speed state; when the automatic gear is at a braking level, the motor provides braking force for the train, and the train is in a decelerating state.

An execution module 120, the execution module 120 including a controller handle 121 and an execution motor 122; the actuator motor 122 is electrically connected to the controller handle 121. The execution motor 122 is communicatively coupled to the control module 110 to receive the control signal and to control the movement of the controller handle 121 to the same manual gear.

Specifically, in an embodiment of the application, the actuator motor 122 may move the controller handle to the same manual gear as the automatic gear based on the automatic gear information in the control signal. For example, during automatic driving, the automatic gear is traction three, the control module 110 obtains information including the automatic gear is traction three, and generates a control signal, and after the execution motor 122 receives the control signal, the controller handle 121 is moved to traction three of the manual gear according to the information of the automatic gear is traction three.

If the automatic gear is changed, if the automatic gear is changed from the traction third stage to the traction fifth stage, the control signal contains information that the automatic gear is the traction fifth stage, and then the execution motor 122 moves the controller handle 121 to the traction fifth stage of the manual gear, so that the manual gear where the controller handle 121 is located is always consistent with the automatic gear in the automatic driving process.

When the train is driven, if automatic driving is switched to manual driving, at the moment, the manual gear always follows the automatic gear change, and when the manual gear is switched, the manual gear can directly follow the gear after manual driving without adjusting from the zero position of the manual gear, so that the buffer time for gear switching is long, and impact damage to a system is caused by overlarge gear mutation.

As can be seen from the foregoing, in one aspect, the present utility model provides a driver controller 100, comprising: the control module 110 is used for being in communication connection with the train driving system 200 to acquire current automatic gear information of the train driving system 200 and generate a control signal according to the automatic gear information; an execution module 120, the execution module 120 including a controller handle 121 and an execution motor 122; the execution motor 122 is electrically connected with the controller handle 121; the execution motor 122 is communicatively coupled to the control module 110 to receive the control signal and to control the movement of the controller handle 121 to the same manual gear. In the present utility model, the manual gear can always follow the automatic gear change by the information transmission of the control signal and the execution of the movement control of the motor 122. When automatic driving is switched to manual driving, the manual gear can directly follow the manual driving gear, adjustment is not needed from the zero position of the manual gear, the buffer time of gear switching is shortened, and impact damage to the train driving system 200 caused by excessive gear abrupt change is avoided.

Fig. 2 is a schematic diagram of a system structure of a driver controller according to another embodiment of the present utility model, and referring to fig. 2, in some embodiments of the present utility model, a control module 110 includes a communication unit 111 and a control unit 112.

A communication unit 111, configured to be communicatively connected to the train driving system 200, so as to obtain an operation mode and automatic gear information of the train driving system 200; wherein, the working mode is: an automatic driving mode or a manual driving mode. It will be appreciated that when the operating mode of the train driving system 200 is the automatic driving mode, the corresponding automatic shift information can be obtained. When the operation mode of the train driving system 200 is the manual driving mode, automatic shift information cannot be acquired at this time. The controller grip 121 may be controlled by the driver in the manual driving mode.

The control unit 112 is electrically connected with the communication unit 111 to obtain automatic gear information on the communication unit 111 and generate a control signal from the automatic gear information; the control unit 112 is also communicatively coupled to the actuator motor 122 to send control signals to the actuator motor 122.

In the embodiment of the present utility model, the communication unit 111 and the control unit 112 are respectively connected to the train driving system 200 and the execution module 120, so as to facilitate the conversion of information into control signals, and distinguish the communication relationship between the train driving system 200 and the execution module 120, for example, before the communication unit 111 obtains automatic gear information from the train driving system 200, the working mode of the train driving system 200 needs to be determined, and the determination of the working mode and the obtaining of the automatic gear information are completed in the communication unit 111, so that the control mode of the control unit 112 can be simplified, and the generation and transmission of the control signals are more stable.

With continued reference to FIG. 2, the controller handle 121 is also configured to send a contact signal to the actuator motor 122; the execution motor 122 is also used for being in communication connection with the train driving system 200 so as to generate a manual driving signal by the contact signal and send the manual driving signal to the train driving system 200; the train driving system 200 receives the contact signal and automatically switches the automatic driving mode to the manual driving mode.

The contact signal is that the driver manually touches the controller handle 121. Conventional automatic and manual mode switching is typically selected or modified in the train driving system 200, and when the driver directly contacts the controller handle 121, it is indicated that the driver encounters an emergency situation, rather than selecting the manual mode in the train driving system 200 for switching. Therefore, the contact signal is transmitted to the train driving system 200 by the execution motor 122, and the train driving system 200 can judge that the current running condition of the train needs to be determined manually according to the contact signal, so that the train driving system is quickly switched to the manual driving mode. By the mode, the time for switching the working modes can be saved, and emergency treatment is facilitated.

Meanwhile, in case that the driver's body erroneously touches the controller handle 121, even if the operation mode is switched from the automatic driving mode to the manual driving mode, a gear abrupt change is not caused, and since the current manual gear always moves according to the previous automatic gear, the current traveling state of the train is not affected even if the driver erroneously touches the controller handle 121, so that the operation mode is switched to the manual driving mode.

With continued reference to FIG. 2, in some embodiments of the utility model, the execution motor 122 is further configured to obtain current manual gear information of the controller handle 121 to generate an output signal based on the manual gear information. In other words, when the controller handle 121 is controlled to move by the execution motor 122, an output signal is generated according to the current manual gear information, the output signal is the same as the control signal in type, and the output signal is used for feeding back the execution effect of the execution motor 122 on the control signal to determine whether the driver controller 100 has a fault.

The communication unit 111 is further configured to receive the output signal, compare whether the manual gear information in the output signal is consistent with the automatic gear information in the control signal, and send out alarm information if the manual gear information is inconsistent with the automatic gear information in the control signal. For example, the automatic gear information in the control signal is traction level four, and the manual gear information in the output signal is traction level four, which indicates that the driver controller 100 has no problem and normal working condition; if the automatic gear information in the control signal is traction level four and the manual gear information in the output signal is traction level three, it indicates that there is a fault in the driver controller 100, the manual gear cannot move along with the automatic gear, the due effect is lost, an alarm should be sent, and the use of the driver controller 100 should be stopped immediately.

With continued reference to fig. 2, in some embodiments of the present utility model, the communication unit 111 is further configured to generate an alarm signal from the alarm information and send the alarm signal to the train driving system 200; the train driving system 200 is also used for receiving the alarm signal and automatically switching the automatic driving mode to the manual driving mode. On the basis of the above-described embodiment, when the driver controller 100 confirms that a malfunction has occurred, there may be many malfunction factors, with the result that the manual gear after the movement of the controller handle 121 is inconsistent with the automatic gear in the automatic driving mode, and therefore, there is a problem that the gear cannot be smoothly transitioned at the time of the operation mode switching, and since the malfunction position cannot be determined, in this case, the risk caused by the malfunction can be reduced by the manual driving of the train.

In some embodiments of the present utility model, the train driving system 200 immediately switches the working mode to the manual driving mode according to the alarm signal, so that the influence of faults on the running of the train can be avoided as soon as possible, and the running safety of the train is improved.

Another aspect of the present utility model provides a train control system, and fig. 3 is a schematic diagram of a train control system according to an embodiment of the present utility model, including the driver controller 100 according to any one of the above embodiments, and further including a train driving system 200;

the train driving system 200 is used for being in communication connection with the driver controller 100 to send the current automatic gear information of the train driving system 200 to the driver controller 100. The train control system in the utility model controls the working mode of the train by the train driving system 200, and the driver controller 100 ensures smooth gear transition during manual driving.

FIG. 4 is a schematic diagram of a train control system shown in another embodiment of the present utility model, the train driving system 200 further including an autopilot system 210; the autopilot system 210 is configured to generate train traveling information, and the train driving system 200 determines whether the train has a condition for entering the autopilot mode based on the train traveling information, and presents the train if the train has a condition for entering the autopilot mode.

Specifically, in some embodiments of the present utility model, the train traveling information includes: train heading and traction grade, or train heading and brake grade. The autopilot system 210 may determine whether the train may enter the autopilot mode based on the train travel information itself and prompt. For example, the current road section within a longer distance is stable, no abnormality exists, the speed change of the train also meets the requirement of the automatic driving mode, and at the moment, a driver can be prompted whether to enter the automatic driving mode or not. It will be appreciated that the conditions for entering the autopilot mode may be set in the autopilot system 210, and that various constraints may be set in addition to the direction of travel, traction level, and braking level of the train described above, and that all or some of the conditions may be met before the train is allowed to enter the autopilot mode.

Fig. 5 is a schematic diagram of a train control system shown in yet another embodiment of the present utility model, the train driving system 200 including a display unit 220; the display unit 220 is used for being in communication connection with the autopilot system 210 to display the autopilot mode selection item and the manual mode selection item for the driver to select when the train has the conditions of the autopilot mode.

The display unit 220 can enable a driver to intuitively acquire various information, realize man-machine interaction, and select whether to enter an automatic driving mode or not through the display unit 220 under the normal running state of a train, and similarly, the driver can also perform corresponding operations such as parameter setting, condition setting and the like on the automatic driving system 210 through the display unit.

As can be seen from the foregoing, in one aspect, the present utility model provides a driver controller, including: the control module is used for being in communication connection with the train driving system to acquire current automatic gear information of the train driving system and generating a control signal according to the automatic gear information; the execution module comprises a controller handle and an execution motor; the execution motor is electrically connected with the controller handle; the execution motor is in communication connection with the control module to receive the control signal and control the controller handle to move to the same manual gear. According to the utility model, the manual gear can always follow the automatic gear change through the information transmission of the control signal and the movement control of the execution motor. When automatic driving is switched to manual driving, the manual gear can directly follow the manual driving gear, adjustment is not needed from the zero position of the manual gear, the buffer time of gear switching is shortened, and impact damage to a system caused by overlarge gear mutation is avoided. An aspect of the present utility model provides a train control system, including the driver controller and the train driving system described above, so as to implement smooth switching between automatic driving and manual driving.

It should be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a structure, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such structure, article, or apparatus. Without further limitation, the statement "comprises … …" does not exclude that an additional identical element is present in a structure, article or apparatus that comprises the element.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any adaptations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

Claims (9)

1. A driver controller, comprising:

the control module (110) is used for being in communication connection with the train driving system (200) so as to acquire current automatic gear information of the train driving system (200) and generate a control signal according to the automatic gear information;

an execution module (120), the execution module (120) comprising a controller handle (121) and an execution motor (122); the execution motor (122) is electrically connected with the controller handle (121);

the execution motor (122) is in communication with the control module (110) to receive the control signal and control the controller handle (121) to move to the same manual gear.

2. The driver controller according to claim 1, wherein the control module (110) comprises a communication unit (111) and a control unit (112);

the communication unit (111) is used for being in communication connection with the train driving system (200) so as to acquire the working mode of the train driving system (200) and the automatic gear information; wherein, the working mode is: an automatic driving mode or a manual driving mode;

the control unit (112) is electrically connected with the communication unit (111) to acquire the automatic gear information on the communication unit (111) and generate the control signal from the automatic gear information;

the control unit (112) is also in communication with the execution motor (122) to send the control signal to the execution motor (122).

3. The driver controller of claim 2, wherein the controller handle (121) is further configured to send a contact signal to the implement motor (122);

the execution motor (122) is also used for being in communication connection with the train driving system (200) so as to generate a manual driving signal by the contact signal and send the manual driving signal to the train driving system (200);

the train driving system (200) receives the contact signal and automatically switches an automatic driving mode to an artificial driving mode.

4. The driver controller of claim 2, wherein the execution motor (122) is further configured to obtain current manual gear information of the controller handle (121) to generate an output signal according to the manual gear information;

the communication unit (111) is further configured to receive the output signal, compare whether the manual gear information in the output signal is consistent with the automatic gear information in the control signal, and send out alarm information if the manual gear information is inconsistent with the automatic gear information in the control signal.

5. The driver controller according to claim 4, wherein the communication unit (111) is further configured to generate an alarm signal from the alarm information and send the alarm signal to the train driving system (200);

the train driving system (200) is further configured to receive the alarm signal and automatically switch the automatic driving mode to the manual driving mode.

6. A train control system, characterized by comprising a driver controller (100) according to any of claims 1-5, further comprising a train driving system (200);

the train driving system (200) is used for being in communication connection with the driver controller (100) so as to send current automatic gear information of the train driving system (200) to the driver controller (100).

7. The train control system of claim 6, wherein the train driving system (200) further comprises an autopilot system (210);

the automatic driving system (210) is configured to generate train traveling information, and the train driving system (200) determines whether the train has a condition for entering an automatic driving mode according to the train traveling information, and if the train has a condition for entering the automatic driving mode, prompts the train.

8. The train control system according to claim 7, wherein the train traveling information includes: train heading and traction grade, or train heading and brake grade.

9. The train control system according to claim 7, wherein the train driving system (200) comprises a display unit (220);

the display unit (220) is used for being in communication connection with the automatic driving system (210) so as to display an automatic driving mode selection item and a manual driving mode selection item for a driver to select when the train has the condition of the automatic driving mode.