WO2023082975A1 - 一种机车司机控制器及其控制方法 - Google Patents

一种机车司机控制器及其控制方法 Download PDF

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WO2023082975A1
WO2023082975A1 PCT/CN2022/126934 CN2022126934W WO2023082975A1 WO 2023082975 A1 WO2023082975 A1 WO 2023082975A1 CN 2022126934 W CN2022126934 W CN 2022126934W WO 2023082975 A1 WO2023082975 A1 WO 2023082975A1
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digital
mechanical
unit
operating device
lock
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PCT/CN2022/126934
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English (en)
French (fr)
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孙云嵩
陈珍宝
林平
历洋
佘文明
郭瑾玉
胡楚联
张海丰
饶攀
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中车株洲电力机车有限公司
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Publication of WO2023082975A1 publication Critical patent/WO2023082975A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems

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  • the invention relates to the technical field of driver controllers, in particular to a locomotive driver controller and a control method thereof.
  • the multi-functional driver controller simulation system (authorized announcement number: CN205750339) constitutes a multi-functional driver controller simulation system by connecting an electronic control unit in series behind the general driver controller; in different projects, by adjusting the electronic control
  • the software logic function of the unit generates the functional output of different project drivers, reduces the demand for different models of driver controllers for different projects, reduces the cost of system testing, and reduces the waste of resources.
  • mechanical operation functions and digital Operation function there is no compatibility between mechanical operation functions and digital Operation function.
  • the purpose of the present invention is to provide a new generation of locomotive driver controller that integrates digital and intelligent operating devices and mechanical operating devices, which not only has digital and intelligent operating functions, but also conforms to the development trend of digital and intelligent products , It also has the stability and reliability of mechanical operation.
  • the present invention adopts the following technical solutions:
  • a locomotive driver controller including a mechanical operating device, the mechanical operating device has a working state and a non-working state, characterized in that the locomotive driver controller also includes a digital operating device, and the digital operating device It has a working state and a non-working state, the locomotive driver controller also includes an interlocking unit, and the interlocking unit includes an interlocking cam connected to the mechanical operating device and an interlocking button connected to the digital operating device , there is an interlock switch release state and an interlock switch compression state between the interlock cam and the interlock button, wherein, when the mechanical operating device is in the working state, the interlock cam and the interlock button The interlock switch is in the compressed state between the lock buttons, and the digital operation device enters the non-working state.
  • the interlock cam and the interlock button are in the interlock state.
  • the lock switch is released, the digital operating device can enter the working state.
  • the locomotive driver controller integrating the mechanical operating device and the digital operating device is realized, and the logic control signal level of the mechanical operating device is higher than that of the digital operating device by setting an interlock unit.
  • the mechanical operating device is a mechanical operating device
  • the mechanical operating device includes a mechanical traction brake unit, a mechanical direction unit, and a mechanical lock
  • the mechanical traction brake unit and the mechanical direction unit Form a mechanical interlocking connection with the mechanical lock respectively.
  • the digital operating device is a digital operating device, and the digital operating device includes a digital lock, a digital direction unit, and a digital traction brake unit, and the digital direction unit and the digital traction brake unit Form electrical interlocking connections with the digital locks respectively.
  • the mechanical operating device is a mechanical operating device
  • the digital operating device is a digital operating device, making the locomotive driver controller a new generation of locomotive driver controller integrating digital operating devices and mechanical operating devices.
  • the digital lock is one of fingerprint unlocking, password unlocking, face recognition unlocking, ID card unlocking, and iris unlocking.
  • the output signal of the mechanical operating device is a hard-wire signal
  • the hard-wire signal includes a lock signal, a mechanical direction signal, and a traction braking signal
  • the output signal of the digital operating device is a communication signal
  • the communication signal is one of MVB network signal, CAN signal, and Ethernet signal
  • the communication signal includes start information, direction information, and traction braking speed.
  • the digital operating device can be remotely controlled by the vehicle monitoring center; preferably, the remote control is cloud control.
  • the input of the digital operation device includes one or more of touch screen input, keyboard input, mouse input, and voice input.
  • the digital traction braking unit is configured to perform an action according to the collected vehicle information.
  • the vehicle information includes command information from the vehicle monitoring center, environmental information on the traveling path of the locomotive, and locomotive failure information, and the actions performed by the digital traction braking unit include adjusting the locomotive speed, adjusting the locomotive acceleration, applying the parking brake move.
  • the locomotive fault information includes information about abnormal speed/acceleration of the locomotive, information about abnormal temperature of sub-components of the locomotive, and information about abnormal connection between the pantograph and the catenary.
  • a control method of a locomotive driver controller the tasks performed by the locomotive driver controller include mechanical operation tasks and digital operation tasks, and the mechanical operation tasks include mechanical direction operation, mechanical traction brake operation and mechanical lock operation;
  • the above digital operation tasks include digital direction operation, digital traction brake operation and digital lock operation;
  • the response priority of the mechanical operation task is higher than the response priority of the digital operation task, and the digital lock is in a locked state when responding to the mechanical operation task;
  • the control method of the locomotive driver controller comprises:
  • the digital operation task is locked in the initial state, the initial state is 0, and the digital operation task is not executed;
  • the digital direction operation or the digital traction braking operation is performed.
  • control method further includes:
  • the mechanical direction unit for performing the mechanical direction operation and the mechanical traction braking unit for performing the mechanical traction braking operation are locked in an initial state, and the initial state is 0 position, does not perform the mechanical operation task described;
  • the mechanical direction operation or the mechanical traction braking operation is performed.
  • both the mechanical operation task and the digital operation task have flag bits, and the flag bits include 0 bits and non-zero bits;
  • the digital operation task when the flag bit of the mechanical operation task is non-zero, the digital operation task cannot be performed, and when the flag bit of the mechanical operation task is 0, the digital operation can be performed after unlocking the digital lock Task.
  • the locomotive driver controller includes a mechanical operating device and a digital operating device
  • the mechanical operating device includes a mechanical traction braking unit for performing the mechanical traction braking operation, a mechanical traction braking unit for performing the The mechanical direction unit and the mechanical lock operated in the mechanical direction, the mechanical traction brake unit and the mechanical direction unit respectively form a mechanical interlocking connection with the mechanical lock
  • the digital operation device includes a digital lock, a digital direction unit for performing the digital direction operation, and a digital traction braking unit for performing the digital traction braking operation, and the digital direction unit is connected with the digital traction
  • the brake unit forms an electrical interlock connection with the digital lock respectively;
  • the control method also includes:
  • the traction braking control of the vehicle is performed according to the network signal
  • the digital traction braking unit When the output I/O signal of the mechanical traction braking unit is a non-zero signal, the digital traction braking unit performs power-off and shutdown, cuts off the output signal or outputs a judgment signal according to the preset settings, and the whole vehicle follows the output of the mechanical traction braking unit.
  • the I/O signal is used to judge the traction braking state;
  • the whole vehicle follows the I/O output of the mechanical traction braking unit. signal to judge the traction braking state.
  • the mechanical direction unit when the mechanical lock is in the unlocked position, the mechanical direction unit can be switched to the forward position or the backward position, and output corresponding I/O signals and perform corresponding tasks.
  • the drive unit can push out the 0 position to the traction position or the braking position, and output the corresponding I/O signal and perform corresponding tasks.
  • the digital direction unit when the digital lock is in the unlocked position, the digital direction unit can be switched to the forward position or the backward position, and output corresponding network signals and perform corresponding tasks.
  • the digital traction brake unit It can switch between 0 position, traction position and braking position, and output corresponding network signals and perform corresponding tasks.
  • the controller of the locomotive driver integrates the digital operation device and the mechanical operation device, and can use any operation mode to control the vehicle during the operation of the vehicle;
  • the output signal of the mechanical operating device can cut off the output signal of the digital operating device
  • Fig. 1 is the bottom view of the embodiment of the present invention.
  • Fig. 2 is the front view of the embodiment of the present invention.
  • Fig. 3 is the top view of the embodiment of the present invention.
  • Fig. 4 shows that the interlock cam and the interlock button are in the release state of the interlock switch according to the embodiment of the present invention
  • Fig. 5 shows that the interlock cam and the interlock button are in the compressed state of the interlock switch according to the embodiment of the present invention
  • FIG. 6 shows the input information that the digital operating device can receive according to the embodiment of the present invention.
  • a locomotive driver controller includes a panel 100 , and a mechanical operating device 10 and a digital operating device 20 integrated on the panel 100 .
  • the mechanical operating device 10 includes a mechanical traction braking unit 11, a mechanical direction unit 12, and a mechanical lock (not shown in the figure), and the mechanical traction braking unit 11 and 1 mechanical direction unit 12 are respectively connected to the
  • the mechanical lock is connected in linkage.
  • the way of linkage connection is that the mechanical traction braking unit 11 and the mechanical direction unit 12 respectively form a mechanical interlocking connection with the mechanical lock.
  • the mechanical traction braking unit 11 has a working state and a non-working state.
  • the digital operating device 20 includes a digital lock (not shown), a digital direction unit 21, a digital traction brake unit 22, and the digital direction unit 21 and the digital traction brake unit 22 are respectively connected to the digital Lock interlocking connection, the way of interlocking connection is that the digital traction braking unit 22 and the digital direction unit 21 respectively form an electrical interlocking connection with the digital lock, and the digital traction braking unit 22 has a working state and a non-working state.
  • the locomotive driver controller also includes an interlock unit 30, the interlock unit 30 includes an interlock cam 31 connected to the mechanical operating device 10, and an interlock button 32 connected to the digital operating device 20, the interlock cam 31 is connected to the interlock There is an interlock switch release state and an interlock switch compression state between the buttons 32; wherein, when the mechanical traction braking unit 11 is in the working state, the interlock switch is in the interlock switch compression state between the interlock cam 31 and the interlock button 32, and the number The traction braking unit 22 enters the non-working state; when the mechanical traction braking unit 11 is in the non-working state, the interlock switch between the interlock cam 31 and the interlock button 32 is in the released state, and the digital traction braking unit 22 enters the working state .
  • the present invention can realize the digital and intelligent operation of the driver controller of the rail transit vehicle. While the digital and intelligent operation, the driver controller is equipped with a mechanical operating device. During the operation of the vehicle, any In any case, the output signal of the mechanical operating device can cut off the output signal of the digital operating device.
  • Mechanical traction brake units include mechanical handles. In an emergency, the more intuitive and defined mechanical handle can be operated quickly to avoid braking or accelerating too fast or too slow.
  • the interlock cam 31 does not press the interlock button 32 , which means that the interlock switch between the interlock cam 31 and the interlock button 32 is in a released state.
  • the interlock cam 31 presses the interlock button 32, indicating that the interlock switch is in a compressed state between the interlock cam 31 and the interlock button 32.
  • the logic control signal level of the mechanical operating device 10 is higher than that of the digital operating device 20
  • the mechanical operating device 10 is a mechanical operating device
  • its output signal is a hard-wired signal.
  • the digital operating device 20 is a digital operating device
  • its output signal is a communication signal.
  • the communication signal includes starting information, direction information, traction braking speed
  • the output signal of the mechanical operating device 10 is a hard line signal
  • the hard line signal includes a lock signal, a mechanical direction signal, and a traction braking signal.
  • the output signal of the mechanical operating device is prior to the digital operating device. Operating instructions for locomotives.
  • the digital operating device 20 of the locomotive driver's controller has functions such as lock unit operation, direction operation, traction brake operation, and unmanned driving mode.
  • the digital lock of the digital operating device 20 is only used to unlock the digital operating device, which can be fingerprint unlocking, password unlocking, face recognition unlocking, iris unlocking, etc.
  • the specific method is determined according to the actual interface.
  • the digital direction unit 21 is a part for selecting the running direction of the locomotive, including selections such as forward, 0 and backward. According to interface requirements, it can be a touch screen sliding control key or a touch screen button.
  • the digital traction braking unit 22 is a sliding control on the touch screen, which can display the specific numerical values of the selected traction speed and braking ratio.
  • an automatic driving mode button can be added on the interface.
  • the communication mode of the output signal of the digital operating device 20 is an MVB network signal, which can also be changed to a CAN signal or an Ethernet network signal according to a specific system.
  • the priority of the I/O signal output by the mechanical operating device 10 of the driver controller is higher than that of network signals such as MVB of the digital operating device 20, and the mechanical operating device of the driver controller is used as the train control information input , that is, when the I/O signal is output, the system controls the direction, traction, braking, etc. according to the I/O signal.
  • the digital operating device 20 of the driver controller is composed of an information entry and start unit, a digital direction unit 21, a digital traction braking unit 22, and the like, and each part has an independent and clearly defined operating area on the display screen.
  • the tasks performed by the locomotive driver controller include mechanical operation tasks and digital operation tasks
  • the mechanical operation tasks include mechanical direction operation, mechanical traction braking Operation and mechanical lock operation
  • the digital operation tasks include digital direction operation, digital traction brake operation and digital lock operation.
  • the specific steps of the mechanical operation task are that the mechanical traction brake unit 11 and the mechanical direction unit 12 respectively form a mechanical interlock connection with the mechanical lock.
  • the mechanical direction unit 12 Can switch to the forward position or backward position, and output the corresponding I/O signal and perform corresponding tasks
  • the mechanical traction brake unit 11 can push out the 0 position to the traction position or braking position, and output the corresponding I /O signal and perform corresponding tasks.
  • the specific steps of the digital operation task are that the digital direction unit 21 and the digital traction brake unit 22 respectively form an electrical interlock connection with the digital lock, and when the digital lock is unlocked, the digital direction unit 21 can switch To the forward position or backward position, and output corresponding network signals and perform corresponding tasks, the digital traction braking unit can switch between 0 position, traction position and braking position, and output corresponding network signals and execute corresponding tasks.
  • the response priority of the mechanical operation task is higher than that of the digital operation task, and when responding to the mechanical operation task, the digital lock is in a locked state;
  • the control method of the locomotive driver controller includes: judging whether the mechanical lock is in the locked state before performing the mechanical direction operation or the mechanical traction braking operation, and if the mechanical lock is in the locked state, then interrupt the mechanical lock.
  • the operation task is to execute the mechanical direction operation or the mechanical traction braking operation if the mechanical lock is in an unlocked state; to determine whether the digital lock is locked before performing the digital direction operation or the digital traction braking operation, If the digital lock is in the locked state, the digital operation task is interrupted, and if the digital lock is in the unlocked state, the digital direction operation or the digital traction braking operation is performed.
  • both the mechanical operation task and the digital operation task have a flag bit, and the flag bit includes a 0 bit and a non-zero bit.
  • the 0 bit indicates a non-working state, and the non-zero bit indicates a working state.
  • the flag bit is 0, it means that the mechanical operation task is not executed; when the flag bit of the mechanical operation task is non-zero, it means that the mechanical operation task is being executed; the flag bit of the digital operation task is 0 bit, it means that the digital operation task is not executed, and when the flag bit of the digital manipulation task is a non-zero bit, it means that the digital manipulation task is being executed; when the flag bit of the mechanical operation task is a non-zero bit , the digital operation task cannot be performed, and when the flag bit of the mechanical operation task is 0, the digital operation task is performed after unlocking the digital lock.
  • control method also includes the steps of:
  • the traction braking control of the vehicle is performed according to the network signal
  • the digital traction braking unit When the output I/O signal of the mechanical traction braking unit is a non-zero signal, the digital traction braking unit will perform actions such as power-off and shutdown, cut off the output signal, or output a judgment signal according to the preset settings.
  • the output I/O signal is used to judge the traction braking state;
  • the whole vehicle follows the mechanical traction braking unit
  • the output I/O signal is used to judge the traction braking state.
  • the digital operating device 20 can be remotely controlled by the vehicle monitoring center.
  • the remote control can be cloud control.
  • the input of the digital operating device 20 includes one or more of touch screen input, keyboard input, mouse input, and voice input.
  • the digital operating device 20 can also receive information collected by vehicle sensors and cameras.
  • the digital operating device uses a human-computer interaction system for operation and control, including but not limited to touch screen input and voice input.
  • the input and display of the digital operation device can be performed on the main control screen of the driver's station or the HUD display (head-up display).
  • the digital traction braking unit 22 is used to perform actions according to the collected vehicle information
  • the vehicle information includes command information from the vehicle monitoring center (for example, the vehicle monitoring center instructs the locomotive to accelerate, decelerate or stop through remote control), environmental information on the locomotive travel path, locomotive failure information, and the digital traction brake unit 22 Actions performed include adjusting locomotive speed, adjusting locomotive acceleration, applying parking brake.
  • the locomotive fault information includes information about abnormal speed/acceleration of the locomotive, information about abnormal temperature of sub-components of the locomotive, and information about abnormal connection between the pantograph and catenary.
  • the digital operating device can identify, analyze and respond to the information collected by the vehicle's sensors and cameras to achieve traction, braking and other control of the vehicle.
  • the internal control program of the digital operating device can adjust the control state according to the external operating environment (such as obstacles) recognized by the vehicle and the instructions issued by the vehicle monitoring center, and change the current traction braking state.
  • the obstacles on the path of the locomotive can be collected by using the sensors installed on the front obstacle remover.
  • the digital traction braking unit 22 can perform a parking action.
  • the camera installed on the vehicle can also collect environmental image information (such as obstacles), the vehicle controller can process the image information, and the digital traction braking unit 22 can perform corresponding actions according to the processing results (such as adjusting the speed of the vehicle or acceleration, and even parking).
  • the digital traction braking unit 22 can also be ordered to perform corresponding Actions (adjustment of vehicle speed or acceleration, even parking).

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  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种机车司机控制器及其控制方法。机车司机控制器包括机械式操作装置（10）与数字式操作装置（20），机械式操作装置（10）包括机械牵引制动单元（11）、机械方向单元（12）、机械锁，机械牵引制动单元（11）与机械方向单元（12）分别和机械锁形成互锁连接，机械牵引制动单元（11）包括0位与非0位；数字式操作装置（20）包括数字锁、数字方向单元（21）、数字牵引制动单元（22），数字方向单元（21）与数字牵引制动单元（22）分别和数字锁形成互锁连接，数字牵引制动单元（22）包括0位与非0位；还包括联锁单元（30），联锁单元（30）包括连接机械式操作装置（10）的联锁凸轮（31）、及连接数字式操作装置（20）的联锁按钮（32），联锁凸轮（31）与联锁按钮（32）之间具有联锁开关释放状态和联锁开关压缩状态。

Description

一种机车司机控制器及其控制方法 技术领域
本发明涉及司机控制器技术领域，特别涉及一种机车司机控制器及其控制方法。
背景技术
目前运用的机车司机控制器多为机械式司机控制器，现有技术少有集成了数字化、智能化操作装置与机械式操作装置于一体的机车司机控制器，而产品数字化、智能化是社会发展的必然趋势，一种具备数字化、智能化操作的司机控制器是未来发展的必然趋势。
多功能司机控制器模拟系统(授权公告号：CN205750339)通过在通用司机控制器的后级串联一个电子控制单元，构成一款多功能司机控制器模拟系统；在不同的项目中，通过调整电子控制单元的软件逻辑功能，产生不同项目司机器的功能输出，减少不同项目对不同型号的司机控制器的需求，减少系统试验的成本，减少资源的浪费,但该方案中没有兼容机械操作功能与数字操作功能。
发明内容
本发明的目的在于提供一种集成了数字化、智能化操作装置与机械式操作装置于一体的新一代机车司机控制器，既具备了数字化、智能化操作功能，符合产品数字化、智能化的发展趋势，又兼备了机械式操作的稳定可靠。
为实现上述目的，本发明采用如下技术方案：
一种机车司机控制器，包括机械式操作装置，所述机械式操作装置具有工作状态和非工作状态，其特征在于，所述机车司机控制器还包括数字式操作装置，所述数字式操作装置具有工作状态和非工作状态，所述机车司机控制器还包括联锁单元，所述联锁单元包括连接所述机械式操作装置的联锁凸轮、及连接所述数字式操作装置的联锁按钮，所述联锁凸轮与所述联锁按钮之间具有联锁开关释放状态和联锁开关压缩状态，其中，当所述机械式操作装置为工作状态时，所述联锁凸轮与所述联锁按钮之间处于联锁开关压缩状态，所述数字式操作装置进入非工作状态，当所述机械式操作装置为非工作状态时，所述联锁凸轮与所述联锁按钮之间处于联锁开关释放状态，所述数字式操作装置能够进入工作状态。实现了集成机械式操作装置与数字式操作装置的机车司机控制器，并通过设置联锁单元，使机械式操作装置的逻辑控制信号等级高于数字式操作装置的逻辑控制信号等级。
作为进一步的方案，所述机械式操作装置为机械式操作装置，所述机械式操作装置包括机械牵引制动单元、机械方向单元、机械锁，所述机械牵引制动单元与所述机械方向单元分别和所述机械锁形成机械互锁连接。
作为进一步的方案，所述数字式操作装置为数字式操作装置，所述数字式操作装置包括数字锁、数字方向单元、数字牵引制动单元，所述数字方向单元与所述数字牵引制动单元分别和所述数字锁形成电气互锁连接。
机械式操作装置为机械式操作装置，数字式操作装置为数字式操作装置，使机车司机控制器成了集数字式操作装置与机械式操作装置于一体的新一代机车司机控制器。
作为进一步的方案，所述数字锁为指纹解锁、密码解锁、人面识别解锁、ID卡解锁、虹膜解锁中的一种。
作为进一步的方案，所述机械式操作装置的输出信号为硬线信号，所述硬线信号包括锁信号、机械方向信号，牵引制动信号，所述数字式操作装置的输出信号为通讯信号，所述通讯信号为MVB网络信号、CAN信号、以太网信号中的一种，所述通讯信号包括启动信息、方向信息、牵引制动速率。
作为进一步的方案，所述数字式操作装置可由车辆监控中心远程控制；优选地，所述远程控制为云端控制。
作为进一步的方案，所述数字式操作装置的输入包括触摸屏输入、键盘输入、鼠标输入、语音输入中的一种或多种。
作为进一步的方案，所述数字牵引制动单元用于根据采集的车辆信息执行动作。
优选地，所述车辆信息包括来自车辆监控中心的命令信息、机车行进路径上的环境信息、机车故障信息，所述数字牵引制动单元执行的动作包括调节机车速度、调节机车加速度、施加停车制动。
更优选地，所述机车故障信息包括机车速度/加速度异常的信息、机车子部件温度异常的信息、受电弓与接触网连接异常的信息。
与机车司机控制器对应的是一种机车司机控制器的控制方法。
一种机车司机控制器的控制方法，所述机车司机控制器执行的任务包括机械操作任务和数字操作任务，所述机械操作任务包括机械方向操作、机械牵引制动操作及机械锁的操作；所述数字操作任务包括数字方向操作、数字牵引制动操作及数字锁的操作；
所述机械操作任务的响应优先级高于所述数字操作任务的响应优先级，响应所述机械操作任务时，所述数字锁处于锁定状态；
所述机车司机控制器的控制方法包括：
在执行所述数字方向操作或所述数字牵引制动操作之前判断所述数字锁是否锁定：
若数字锁处于锁定状态时，则将所述数字操作任务锁定在初始状态，所述初始状态为0位，不执行所述数字操作任务；
若数字锁处于解锁状态时，则执行所述数字方向操作或所述数字牵引制动操作。
上述技术方案中，所述控制方法还包括：
在执行所述机械方向操作或所述机械牵引制动操作之前判断所述机械锁是否为锁定状态：
若机械锁处于锁定状态时，则用于执行所述机械方向操作的机械方向单元与用于执行所述机械牵引制动操作的机械牵引制动单元被锁在初始状态，所述初始状态为0位，不执行所述机械操作任务；
若机械锁处于解锁状态时，则执行所述机械方向操作或所述机械牵引制动操作。
上述技术方案中，所述机械操作任务和所述数字操作任务均具有标志位，所述标志位包括0位与非0位；
所述机械操作任务的标志位为0位时，表示未执行所述机械操作任务，即初始状态；所述机械操作任务的标志位为非0位时，表示在执行所述机械操作任务；
所述数字操作任务的标志位为0位时，表示未执行所述数字操作任务，即初始状态；所述数字操作任务的标志位为非0位时，表示在执行所述数字操作任务；
其中，所述机械操作任务的标志位为非0位时，不能执行所述数字操作任务，所述机械操作任务的标志位为0位时，解开所述数字锁后，执行所述数字操作任务。
上述技术方案中：所述机车司机控制器包括机械式操作装置和数字式操作装置；所述机械式操作装置包括用于执行所述机械牵引制动操作的机械牵引制动单元、用于执行所述机械方向操作的机械方向单元、机械锁，所述机械牵引制动单元与所述机械方向单元分别和所述机械锁形成机械互锁连接；
所述数字式操作装置包括数字锁、用于执行所述数字方向操作的数字方向单元、用于执行所述数字牵引制动操作的数字牵引制动单元，所述数字方向单元与所述数字牵引制动单元分别和所述数字锁形成电气互锁连接；
所述控制方法还包括：
当数字牵引制动单元输出网络信号为非0位信号、机械式操作装置输出I/O信号为0位信号时，按照网络信号进行整车的牵引制动控制；
当机械牵引制动单元输出I/O信号为非0位信号时，数字牵引制动单元按照预先设置进行断电关机、切断输出信号或输出判断信号动作，整车按照机械牵引制动单元输出的I/O信号进行牵引制动状态的判断；
当机械牵引制动单元对数字式操作装置进行锁闭后，机械牵引制动单元恢复0位后，数字式操作装置的数字锁未解锁时，整车按照机械牵引制动单元输出的I/O信号进行牵引制动状态的判断。
上述技术方案中，当所述机械锁处于解锁位时，所述机械方向单元可切换至向前位或向后位、并输出相应的I/O信号及执行相应的任务，所述机械牵引制动单元能够推出0位至牵引位或制动位、并输出相应的I/O信号及执行相应的任务。
上述技术方案中，当所述数字锁处于解锁位时，所述数字方向单元可切换至向前位或向后位、并输出相应的网络信号及执行相应的任务，所述数字牵引制动单元可在0位、牵引位、制动位间切换、并输出相应的网络信号及执行相应的任务。
本发明实现的有益效果：
通过使用本发明，能够实现轨道交通车辆司机控制器的数字化、智能化操作，具体效果如下：
(1)机车司机控制器集数字式操作装置与机械式操作装置于一体，在车辆运行过程中，可以采用任意一种操作方式进行车辆操控；
(2)在任意情况下，机械式操作装置输出信号可以切断数字式操作装置输出信号；
(3)在紧急状态下，可以迅速操作更为直观、手感更为明确的机械式手柄，避免制动或加速过快或过慢。
附图说明
为了更清楚地说明本发明的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一个实施例，对于本领域普通技术人员来说，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明实施例的仰视图；
图2为本发明实施例的主视图；
图3为本发明实施例的俯视图；
图4为本发明实施例的联锁凸轮与所述联锁按钮处于联锁开关释放状态；
图5为本发明实施例的联锁凸轮与所述联锁按钮处于联锁开关压缩状态；
图6为本发明实施例的数字式操作装置可接收的输入信息。
其中：100、面板，10、机械式操作装置，11、机械牵引制动单元，12、机械方向单元，20、数字式操作装置，21、数字方向单元，22、数字牵引制动单元，30、联锁单元，31、联锁凸轮，32、联锁按钮。
具体实施方式
如图1-图5所示，一种机车司机控制器，包括面板100、及集成在面板100上的机械式操作装置10与数字式操作装置20。
如图1-图3所示，机械式操作装置10包括机械牵引制动单元11、机械方向单元12、机械锁(图略)，机械牵引制动单元11与1机械方向单元12分别和所述机械锁联动连接，联动连接的方式是机械牵引制动单元11与机械方向单元12分别和机械锁形成机械互锁连接，机械牵引制动单元11具有工作状态与非工作状态。
如图1-图3所示，数字式操作装置20包括数字锁(图略)、数字方向单元21、数字牵引制动单元22，数字方向单元21与数字牵引制动单元22分别和所述数字锁联动连接，联动连接的方式是数字牵引制动单元22与数字方向单元21分别和数字锁形成电气互锁连接，数字牵引制动单元22具有工作状态和非工作状态。
所述机车司机控制器还包括联锁单元30，联锁单元30包括连接机械式操作装置10的联锁凸轮31、及连接数字式操作装置20的联锁按钮32，联锁凸轮31与联锁按钮32之间具有联锁开关释放状态和联锁开关压缩状态；其中，当机械牵引制动单元11为工作状态时，联锁凸轮31与联锁按钮32之间处于联锁开关压缩状态，数字牵引制动单元22进入非工作状态；当机械牵引制动单元11为非工作状态时，联锁凸轮31与联锁按钮32之间处于联锁开关释放状态，数字牵引制动单元22进入工作状态。这样本发明能够实现轨道交通车辆司机控制器的数字化、智能化操作，在数字式、智能化操作的同时，司机控制器又具备了机械式操作装置，在车辆运行过程中，可以采用任意一种操作方式进行车辆操控；在任意情况下，机械式操作装置输出信号可以切断数字式操作装置输出信号。
机械牵引制动单元包括机械式手柄。在紧急状态下，可以迅速操作更为直观、手感更为明确的机械式手柄，避免制动或加速过快或过慢。
如图4，联锁凸轮31没有压住联锁按钮32，表示联锁凸轮31与联锁按钮32之间处于联锁开关释放状态。
如图5，联锁凸轮31压住联锁按钮32，表示联锁凸轮31与联锁按钮32之间处于 联锁开关压缩状态。
具体的，机械式操作装置10的逻辑控制信号等级高于数字式操作装置20的逻辑控制信号等级，机械式操作装置10为机械式操作装置，其输出信号为硬线信号。所述数字式操作装置20为数字式操作装置，其输出信号为通讯信号。所述通讯信号包括启动信息、方向信息、牵引制动速率，机械式操作装置10的输出信号为硬线信号，硬线信号包括锁信号、机械方向信号，牵引制动信号。机械式操作装置与数字化操作装置之间存在机械、电气联锁，机械式操作装置输出信号优先于数字化操作装置，机械式操作装置工作时，会从机械、电气、通讯等方面切断数字化操作装置对机车的操作指令。
机车司机控制器的数字式操作装置20具有锁单元操作、方向操作、牵引制动操作、无人驾驶模式等功能。数字式操作装置20的数字锁仅用于解锁数字式操作装置，可以是指纹解锁、密码解锁、人面识别解锁、虹膜解锁等方式，具体方式选择根据实际接口确定。数字方向单元21为机车运行方向选择部分，包括向前、0位和向后等选择，根据接口需要，可以是触屏滑动控键、可以是触屏按键。数字牵引制动单元22是触屏滑动控件，可显示选择的牵引速度、制动比例的具体数值。根据具体司机控制器需要，可以在界面上增加自动驾驶模式按钮。数字式操作装置20输出信号的通讯方式为MVB网络信号，也可根据具体系统更改为CAN信号或者以太网等网络信号。
在整车系统中，设置司机控制器的机械式操作装置10输出的I/O信号优先级高于数字式操作装置20的MVB等网络信号，司机控制器机械式操作装置作为列车司控信息输入时，即I/O信号输出时，系统根据I/O信号进行方向、牵引制动等控制。司机控制器的数字式操作装置20由信息录入与启动单元、数字方向单元21、数字牵引制动单元22等部分组成，每部分在显示屏上都具有独立、限界清晰的操作区域。
与机车司机控制器对应的是一种机车司机控制器的控制方法，所述机车司机控制器执行的任务包括机械操作任务和数字操作任务，所述机械操作任务包括机械方向操作、机械牵引制动操作及机械锁的操作，所述数字操作任务包括数字方向操作、数字牵引制动操作及数字锁的操作。
机械操作任务的具体步骤是所述机械牵引制动单元11与所述机械方向单元12分别和所述机械锁形成机械互锁连接，当所述机械锁处于解锁位时，所述机械方向单元12能够切换至向前位或向后位、并输出相应的I/O信号及执行相应的任务，所述机械牵引制动单元11能够推出0位至牵引位或制动位、并输出相应的I/O信号及执行相应的任务。
数字操作任务的具体步骤是所述数字方向单元21与所述数字牵引制动单元22分别和所述数字锁形成电气互锁连接，当所述数字锁解锁时，所述数字方向单元21能够切换至向前位或向后位、并输出相应的网络信号及执行相应的任务，所述数字牵引制动单元能够在0位、牵引位、制动位间切换、并输出相应的网络信号及执行相应的任务。
设计时，所述机械操作任务的响应优先级高于所述数字操作任务的响应优先级，响应所述机械操作任务时，所述数字锁处于锁定状态；
所述机车司机控制器的控制方法包括：在执行所述机械方向操作或所述机械牵引制动操作之前判断所述机械锁是否为锁定状态，若机械锁处于锁定状态时，则中断所述机械操作任务，若机械锁处于解锁状态时，执行所述机械方向操作或所述机械牵引制动操作；在执行所述数字方向操作或所述数字牵引制动操作之前判断所述数字锁是否锁定，若数字锁处于锁定状态时，则中断所述数字操作任务，若数字锁处于解锁状态时，执行所述数字方向操作或所述数字牵引制动操作。
具体的，所述机械操作任务和所述数字操作任务均具有标志位，所述标志位包括0位与非0位，0位表示非工作状态，非0位表示工作状态，所述机械操作任务的标志位为0位时，表示未执行所述机械操作任务，所述机械操作任务的标志位为非0位时，表示在执行所述机械操作任务；所述数字操作任务的标志位为0位时，表示未执行所述数字操作任务，所述数字操作任务的标志位为非0位时，表示在执行所述数字操作任务；中，所述机械操作任务的标志位为非0位时，不能执行所述数字操作任务，所述机械操作任务的标志位为0位时，解开所述数字锁后，执行所述数字操作任务。
作为进一步的具体实施方案，所述控制方法还包括步骤：
当数字牵引制动单元输出网络信号为非0位信号、机械式操作装置输出I/O信号为0位信号时，按照网络信号进行整车的牵引制动控制；
当机械牵引制动单元输出I/O信号为非0位信号时，数字牵引制动单元会按照预先设置进行断电关机、切断输出信号或输出判断信号等动作，整车按照机械牵引制动单元输出的I/O信号进行牵引制动状态的判断；
当机械牵引制动单元对数字式操作装置进行锁闭后，机械牵引制动单元恢复0位后，数字式操作装置20的数字锁的锁闭状态未解锁时，整车按照机械牵引制动单元输出的I/O信号进行牵引制动状态的判断。
所述数字式操作装置20可由车辆监控中心远程控制。所述远程控制可为云端控制。
如图6所示，所述数字式操作装置20的输入包括触摸屏输入、键盘输入、鼠标输 入、语音输入中的一种或多种。数字式操作装置20还可接收整车传感器与摄像头采集的信息。
所述数字式操作装置采用人机交互系统进行操作与控制，包括但不限于触摸屏输入、语音输入。可在司机台主控屏幕或HUD显示(抬头显示器)进行数字式操作装置的输入、显示。
所述数字牵引制动单元22用于根据采集的车辆信息执行动作；
所述车辆信息包括来自车辆监控中心的命令信息(例如车辆监控中心通过远程控制，指示该机车加速、减速或停车)、机车行进路径上的环境信息、机车故障信息，所述数字牵引制动单元22执行的动作包括调节机车速度、调节机车加速度、施加停车制动。
所述机车故障信息包括机车速度/加速度异常的信息、机车子部件温度异常的信息、受电弓与接触网连接异常的信息。
数字式操作装置可对整车传感器与摄像头采集的信息进行识别分析并响应等操控方式实现车辆的牵引制动等控制。数字式操作装置内部控制程序可根据整车所识别的外部运行环境(如障碍物)及车辆监控中心所发指令等信息进行操控状态调整，更改当前牵引制动状态。
例如，利用车头排障器上安装的传感器可以采集机车行进路径上的障碍物情况。当采集到行进路径上存在障碍物时，数字牵引制动单元22可执行停车动作。同样地，车辆上安装的摄影头也可采集环境图像信息(例如障碍物)，车辆控制器可将图像信息进行处理，数字牵引制动单元22可根据处理结果执行相应动作(例如调节车辆速度或加速度，甚至停车)。当采集到车辆出现异常或故障的信息，例如机车上的某处温升过高、或车辆速度或加速度异常、或受电弓与接触网连接异常，也可令数字牵引制动单元22执行相应动作(调节车辆速度或加速度，甚至停车)。
最后需要说明的是，上述实施例阐明的内容应当理解为这些实施例仅用于更清楚地说明本发明，而不用于限制本发明的范围，在阅读了本发明之后，本领域技术人员对本发明的各种等价形式的修改均落于本申请所附权利要求所限定的范围。

Claims (14)

  1. 一种机车司机控制器，包括机械式操作装置(10)，所述机械式操作装置(10)具有工作状态和非工作状态，其特征在于，所述机车司机控制器还包括数字式操作装置(20)，所述数字式操作装置(20)具有工作状态和非工作状态；
    所述机车司机控制器还包括联锁单元，所述联锁单元包括连接所述机械式操作装置(10)的联锁凸轮、及连接所述数字式操作装置(20)的联锁按钮，所述联锁凸轮与所述联锁按钮之间具有联锁开关释放状态和联锁开关压缩状态；其中：
    当所述机械式操作装置(10)为工作状态时，所述联锁凸轮与所述联锁按钮之间处于联锁开关压缩状态，所述数字式操作装置(20)进入非工作状态；
    当所述机械式操作装置(10)为非工作状态时，所述联锁凸轮与所述联锁按钮之间处于联锁开关释放状态，所述数字式操作装置(20)能够进入工作状态。
  2. 根据权利要求1所述的机车司机控制器，其特征在于，所述机械式操作装置(10)包括机械牵引制动单元(11)、机械方向单元(12)、机械锁，所述机械牵引制动单元(11)与所述机械方向单元(12)分别和所述机械锁形成机械互锁连接。
  3. 根据权利要求1所述的机车司机控制器，其特征在于，所述数字式操作装置(20)包括数字锁、数字方向单元(21)、数字牵引制动单元(22)，所述数字方向单元(21)与所述数字牵引制动单元(22)分别和所述数字锁形成电气互锁连接。
  4. 根据权利要求3所述的机车司机控制器，其特征在于，所述数字锁为指纹解锁、密码解锁、人面识别解锁、ID卡解锁、虹膜解锁中的一种。
  5. 根据权利要求1-4中任一项所述的机车司机控制器，其特征在于，所述机械式操作装置(10)的输出信号为硬线信号，所述硬线信号包括锁信号、机械方向信号、牵引制动信号，所述数字式操作装置(20)的输出信号为通讯信号，所述通讯信号为MVB网络信号、CAN信号、以太网信号中的一种，所述通讯信号包括启动信息、方向信息、牵引制动速率。
  6. 根据权利要求1-4中任一项所述的机车司机控制器，其特征在于，所述数字式操作装置(20)可由车辆监控中心远程控制；优选地，所述远程控制为云端控制。
  7. 根据权利要求1-4中任一项所述的机车司机控制器，其特征在于，所述数字式操作装置(20)的输入包括触摸屏输入、键盘输入、鼠标输入、语音输入中的一种或多种。
  8. 根据权利要求3所述的机车司机控制器的控制方法，其特征在于，所述数字牵引制动单元(22)用于根据采集的车辆信息执行动作；
    优选地，所述车辆信息包括来自车辆监控中心的命令信息、机车行进路径上的环境信息、机车故障信息，所述数字牵引制动单元(22)执行的动作包括调节机车速度、调节机车加速度、施加停车制动；
    更优选地，所述机车故障信息包括机车速度/加速度异常的信息、机车子部件温度异常的信息、受电弓与接触网连接异常的信息。
  9. 一种机车司机控制器的控制方法，其特征在于，所述机车司机控制器执行的任务包括机械操作任务和数字操作任务，所述机械操作任务包括机械方向操作、机械牵引制动操作及机械锁的操作；所述数字操作任务包括数字方向操作、数字牵引制动操作及数字锁的操作；
    所述机械操作任务的响应优先级高于所述数字操作任务的响应优先级，响应所述机械操作任务时，所述数字锁处于锁定状态；
    所述机车司机控制器的控制方法包括：
    在执行所述数字方向操作或所述数字牵引制动操作之前判断所述数字锁是否锁定：
    若数字锁处于锁定状态时，则将所述数字操作任务锁定在初始状态，所述初始状态为0位，不执行所述数字操作任务；
    若数字锁处于解锁状态时，则执行所述数字方向操作或所述数字牵引制动操作。
  10. 根据权利要求9所述的机车司机控制器的控制方法，其特征在于，所述控制方法还包括：
    在执行所述机械方向操作或所述机械牵引制动操作之前判断所述机械锁是否为锁定状态：
    若机械锁处于锁定状态时，则用于执行所述机械方向操作的机械方向单元(12)与用于执行所述机械牵引制动操作的机械牵引制动单元(11)被锁在初始状态，所述初始状态为0位，不执行所述机械操作任务；
    若机械锁处于解锁状态时，则执行所述机械方向操作或所述机械牵引制动操作。
  11. 根据权利要求9所述的机车司机控制器的控制方法，其特征在于，所述机械操作任务和所述数字操作任务均具有标志位，所述标志位包括0位与非0位；
    所述机械操作任务的标志位为0位时，表示未执行所述机械操作任务；所述机械操作任务的标志位为非0位时，表示在执行所述机械操作任务；
    所述数字操作任务的标志位为0位时，表示未执行所述数字操作任务；所述数字操作任务的标志位为非0位时，表示在执行所述数字操作任务；
    其中，所述机械操作任务的标志位为非0位时，不能执行所述数字操作任务，所述机械操作任务的标志位为0位时，解开所述数字锁后，执行所述数字操作任务。
  12. 根据权利要求9-11中任一项所述的机车司机控制器的控制方法，其特征在于，
    所述机车司机控制器包括机械式操作装置(10)和数字式操作装置(20)；
    所述机械式操作装置(10)包括用于执行所述机械牵引制动操作的机械牵引制动单元(11)、用于执行所述机械方向操作的机械方向单元(12)、机械锁，所述机械牵引制动单元(11)与所述机械方向单元(12)分别和所述机械锁形成机械互锁连接；
    所述数字式操作装置(20)包括数字锁、用于执行所述数字方向操作的数字方向单元(21)、用于执行所述数字牵引制动操作的数字牵引制动单元(22)，所述数字方向单元(21)与所述数字牵引制动单元(22)分别和所述数字锁形成电气互锁连接；
    所述控制方法还包括：
    当数字牵引制动单元(22)输出网络信号为非0位信号、机械式操作装置输出I/O信号为0位信号时，按照网络信号进行整车的牵引制动控制；
    当机械牵引制动单元(11)输出I/O信号为非0位信号时，数字牵引制动单元(22)按照预先设置进行断电关机、切断输出信号或输出判断信号动作，整车按照机械牵引制动单元输出的I/O信号进行牵引制动状态的判断；
    当机械牵引制动单元(11)对数字式操作装置(20)进行锁闭后，机械牵引制动单元(11)恢复0位后，数字式操作装置(20)的数字锁未解锁时，整车按照机械牵引制动单元(11)输出的I/O信号进行牵引制动状态的判断。
  13. 根据权利要求12所述的机车司机控制器的控制方法，其特征在于，
    当所述机械锁处于解锁位时，所述机械方向单元(12)可切换至向前位或向后位、并输出相应的I/O信号及执行相应的任务，所述机械牵引制动单元(11)能够推出0位至牵引位或制动位、并输出相应的I/O信号及执行相应的任务。
  14. 根据权利要求12所述的机车司机控制器的控制方法，其特征在于，
    当所述数字锁处于解锁位时，所述数字方向单元(21)可切换至向前位或向后位、并输出相应的网络信号及执行相应的任务，所述数字牵引制动单元(22)可在0位、牵引位、制动位间切换、并输出相应的网络信号及执行相应的任务。
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