CN114162181A

CN114162181A - Train formation control method and system, train and traffic control system

Info

Publication number: CN114162181A
Application number: CN202111470493.1A
Authority: CN
Inventors: 王志伟; 刘晋; 张士臣; 张庆刚; 刘鸿宇; 王波
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2021-12-03
Filing date: 2021-12-03
Publication date: 2022-03-11
Also published as: WO2023098903A1

Abstract

The embodiment of the application provides a train formation control method, a train formation control system, a train and a traffic control system, wherein the method comprises the following steps: starting a current first train awakening operation when an awakening signal sent by a data interaction center is received; after the first train is awakened, acquiring an awakening state of a second train according to the identifier of the pre-marshalled second train; when the awakening state of the second train is the awakened state, performing marshalling operation of the first train and the second train to obtain a marshalling train; and controlling the operation of the marshalling train according to an operation electronic map sent by the data interaction center. The train formation control method and system, the train and the traffic control system provided by the embodiment of the application can improve the train operation efficiency.

Description

Train formation control method and system, train and traffic control system

Technical Field

The present disclosure relates to train operation control technologies, and in particular, to a train formation control method, a train formation control system, a train and a traffic control system.

Background

The rail vehicle is an important traffic tie connecting cities, is gradually a main vehicle in the cities, and is also a main carrier for realizing goods transportation. For passenger vehicles in cities, the passenger flow volume is large in the rush hour and small in the rest time; for the passenger vehicles in cities, the passenger flow volume is larger before and after spring festival holidays and on legal festival holidays, and the passenger flow volume is smaller in the rest time; for the freight vehicle, the freight volume is larger in a certain time period when the online shopping volume is larger, and the freight flow volume is smaller in the rest of time.

Taking a passenger vehicle as an example, a conventional rail vehicle is a fixed-consist train, and a train is fixed with 6, 8 or other numbers of cars. When the passenger capacity is increased, two rows of 8 cars are connected together to run as 16 cars, and the grouping is still fixed. When the passenger flow volume is large, the situation of insufficient transport capacity still occurs in the scheme; when the passenger flow is small, the vehicle can only run empty, resources are wasted, and the operation cost is also increased.

Disclosure of Invention

In order to solve one of the above technical defects, embodiments of the present application provide a train formation control method, a train formation control system, a train and a traffic control system.

According to a first aspect of embodiments of the present application, there is provided a train control method including:

starting a current first train awakening operation when an awakening signal sent by a data interaction center is received;

after the first train is awakened, acquiring an awakening state of a second train according to the identifier of the pre-marshalled second train;

when the awakening state of the second train is the awakened state, performing marshalling operation of the first train and the second train to obtain a marshalling train;

and controlling the operation of the marshalling train according to an operation electronic map sent by the data interaction center.

According to a second aspect of an embodiment of the present application, there is provided a train control system including: the vehicle-mounted controller VOBC and the control management system TCMS are in communication connection; the VOBC is used to perform the method as described above.

According to a third aspect of embodiments of the present application, there is provided a train comprising a train control system as described above.

According to a fourth aspect of embodiments of the present application, there is provided a transportation system including: at least two trains and a data interaction center; the at least two trains are in communication connection, and each train is in communication connection with the data interaction center; at least one train is a train as described above.

According to the technical scheme provided by the embodiment of the application, when the wake-up signal sent by the data interaction center is received, the current first train wake-up operation is started; after the first train is awakened, acquiring an awakening state of a second train according to the identifier of the pre-marshalled second train; when the awakening state of the second train is the awakened state, performing marshalling operation of the first train and the second train to obtain a marshalling train; the marshalling train is controlled to run according to the running electronic map sent by the data interaction center, virtual marshalling operation is carried out before the train is delivered out of the warehouse, the train is directly delivered out of the warehouse to run after marshalling is finished, and efficiency is improved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1 is a flowchart of a train control method according to an embodiment of the present disclosure;

fig. 2 is a schematic diagram of a train according to a second embodiment of the present application;

fig. 3 is a schematic view of another train provided in the second embodiment of the present application;

fig. 4 is a schematic view of another train provided in the second embodiment of the present application;

fig. 5 is a schematic flowchart of an automatic wake-up method according to a second embodiment of the present application;

fig. 6 is a schematic flowchart of another automatic wake-up method according to a second embodiment of the present application;

fig. 7 is a schematic flowchart of another automatic wake-up method according to the second embodiment of the present application;

fig. 8 is a schematic flowchart of another automatic wake-up method according to the second embodiment of the present application;

fig. 9 is a flowchart illustrating another automatic wake-up method according to the second embodiment of the present application.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

The embodiment provides a train control method for controlling the operation of a train, and is particularly suitable for controlling a virtual marshalling train. The virtual train formation means that at least two trains run as a group of trains through communication interaction between the trains, wherein one train communicates with a data interaction center of a traffic system to acquire a train speed curve and movement authorization and controls other trains to run synchronously, no physical linkage exists between the trains, and a safe running distance is kept between the trains. No coupler is arranged between the train and the train, manual participation is not needed, and the operation can be completed through related signals during reconnection or decompiling, so that the line operation efficiency is greatly improved.

The method provided by the present embodiment may be performed by an onboard controller in the first train. In practical applications, the train control method may be implemented by a computer program, for example, application software; alternatively, the method may also be implemented as a medium storing a related computer program, for example, a usb disk, a cloud disk, or the like; still alternatively, the method may be implemented by a physical device, such as a chip, a removable smart device, etc., into which the associated computer program is integrated or installed.

Fig. 1 is a flowchart of a train control method according to an embodiment of the present application. As shown in fig. 1, the train control method provided in this embodiment includes:

and step 10, starting the current first train awakening operation when receiving the awakening signal sent by the data interaction center.

The wake-up operation of the first train includes: and carrying out self-checking on a traction system, a power supply system, an auxiliary system and the like in the first train, judging that the train is in an awakened state when the self-checking is finished and faults are not reported, and carrying out ex-warehouse operation.

And 20, acquiring the awakening state of the second train according to the identifier of the pre-marshalled second train after the first train is awakened.

And the second train starts the awakening operation of the second train when receiving the awakening signal sent by the data interaction center.

The identity of the pre-consist second train is pre-stored in the first train, contained in a groupable list provided by the ground control center. After the first train wakes up, the identification is obtained, and communication is established with the second train to obtain the wake-up state of the second train.

And step 30, when the awakening state of the second train is the awakened state, performing the first train and second train formation operation to obtain a formation train.

And if the second train is in an awakened state, carrying out marshalling operation on the first train and the second train, wherein the marshalling operation is virtual marshalling, and the two trains are not physically connected but are communicated with the data interaction center through the first train (front train) on the premise of keeping a certain interval to obtain a mobile operation electronic map, move authorization and control the operation of the two trains.

The grouping operation may be: the trains are marshalled according to a marshallable list provided by a ground control center and the distance between the trains in the list, when the topological directories of the trains are consistent, the marshalling is finished, and the trains are provided with initial operation end marks; and the head train performs cooperative control according to the marshalling information.

And step 40, controlling the operation of the marshalling train according to the operation electronic map sent by the data interaction center.

The marshalling train automatically runs on a line (the conditions of un-marshalling, entering and crossing are not achieved), the speed control curve from the current position to the position before entering is calculated by the marshalling train by adopting an automatic driving algorithm according to the conditions of arrival time, line gradient and the like, and the traction force and the braking force are reasonably applied according to the speed control curve so as to achieve the aim of saving energy. The vehicle-mounted controller in the first train is communicated with the data interaction center to obtain a mobile operation electronic map, and applies for mobile authorization through a zone controller arranged on the ground according to the current position of the train, so that the first train and the second train are controlled to synchronously operate and pass through a turnout.

The front vehicle in the marshalling is driven according to the automatic running mode of the single vehicle, and the front vehicle controls the application of the traction force and the braking force of the rear vehicle to carry out interval control.

According to the technical scheme provided by the embodiment, when the wake-up signal sent by the data interaction center is received, the current first train wake-up operation is started; after the first train is awakened, acquiring an awakening state of a second train according to the identifier of the pre-marshalled second train; when the awakening state of the second train is the awakened state, performing marshalling operation of the first train and the second train to obtain a marshalling train; the marshalling train is controlled to run according to the running electronic map sent by the data interaction center, virtual marshalling operation is carried out before the train is delivered out of the warehouse, the train is directly delivered out of the warehouse to run after marshalling is finished, and efficiency is improved.

Example two

The embodiment optimizes a train control method, particularly a train awakening control method, on the basis of the technical scheme.

In step 20, acquiring an awake state of the second train according to the identifier of the pre-marshalled second train, specifically including: establishing communication with a second train; when the communication is successfully established, sending a wake-up state feedback request message to the second train; and when receiving the awakening state sent by the second train, identifying the awakening state as an awakening failure state or an awakened state.

The first Train and the second Train can be wakened up by the prior art or by the following method, and the Train Control and Management System (TCMS) and the vehicle-mounted controller (VOBC) are used for linkage Control, so as to realize automatic wakening of the vehicle and improve the intelligent Control degree of the network and the automatic diagnosis degree of the network. In the automatic awakening process, manual intervention is not needed, the operation risk caused by manual misoperation or human factors can be reduced, and manpower and material resources can be saved.

Taking waking up the first train as an example:

fig. 2 is a schematic diagram of a train according to a second embodiment of the present application. As shown in fig. 2, train 100 includes TCMS110 and VOBC120, with TCMS110 being communicatively coupled to VOBC 120.

VOBC120 is used to send wake-up instructions to TCMS 110; the TCMS110 is configured to perform at least one of self-test operation, static test, and dynamic test according to the wake-up instruction, obtain a test result, and send the test result to the VOBC 120; the VOBC120 is used to obtain the wake-up result according to the test result and feed back the wake-up result to the Operation Control Center (OCC) 200.

The VOBC120 may also perform self-check, that is, the VOBC120 is further configured to comprehensively determine whether the wake-up is successful according to the self-determination and the test result fed back by the TCMS 110. If the VOBC120 itself judges that there is a fault or the test result fed back by the TCMS110 includes fault information, it is judged that the awakening fails; if VOBC120 determines that there is no failure and the test result fed back by TCMS110 is a successful test, then wake-up is determined to be successful.

The train 100 may be a high-speed rail, a motor train, a subway, or the like. For convenience of description, the embodiment of the present application takes the train 100 as an example of a subway.

The self-checking operation, the static test and the dynamic test are all completed and have no fault, and the vehicle 100 can be awakened successfully to enter the unattended operation mode. If at least one of the self-test, static test and dynamic test is not completed or fails, the vehicle 100 wakes up unsuccessfully and stops entering the next stage of test.

In the embodiment of the present application, the vehicle 100 may also be an unmanned vehicle, the VOBC120 may also be in communication connection with the control center OCC200, and the VOBC120 is further configured to feed back the wake-up result to the OCC 200. Remote control of the vehicle 100 can be realized through the OCC200, and unmanned driving related functions can be realized.

The test result comprises at least one of a self-test working result, a static test result and a dynamic test result, and the awakening result comprises an awakening success result or an awakening failure result. Wherein, the self-checking result is a result generated by the TCMS110 performing self-checking according to the wake-up instruction; the static test result is a result generated by the TCMS110 performing the static test; the dynamic test result is a result of the TCMS110 performing the dynamic test.

The working principle that the self-checking work, the static test and the dynamic test are completed and no fault exists can be as follows: the TCMS110 performs self-checking according to the wake-up instruction and feeds back a self-checking result to the VOBC 120; under the condition that the self-checking work result is that the self-checking is successful, the VOBC120 sends a static test instruction to the TCMS 110; the TCMS110 performs a static test according to the static test instruction and feeds back a static test result to the VOBC 120; VOBC120 sends dynamic test instruction to TCMS110 when the static test result is that the static test is successful; the TCMS110 performs dynamic testing according to the dynamic testing instruction and feeds back a dynamic testing result to the VOBC 120; VOBC120 obtains a successful wake-up result if the dynamic test result is a successful dynamic test.

It should be understood that the self-test operation, the static test and the dynamic test may be performed in sequence during the wake-up process of the vehicle 100, or may be performed in a preset sequence. The test sequence adopted in the vehicle 100 awakening process is self-checking work, static test and dynamic test.

Since the self-checking work, the static test and the dynamic test are sequentially performed, the static test of the next stage can be performed only when the self-checking work is completed and no fault exists, the dynamic test of the next stage can be performed only when the static test is completed and no fault exists, the dynamic test is completed and no fault exists, and the vehicle 100 is awakened to successfully enter the unattended operation model.

If a certain stage of the self-test, static test, and dynamic test is not completed or has a fault, the vehicle 100 wakes up unsuccessfully and stops entering the next stage of test. One situation in which the vehicle 100 fails to wake up may be: the TCMS110 performs self-checking according to the wake-up instruction and feeds back a self-checking result to the VOBC 120; the VOBC120 obtains the wakeup failure result when the self-test operation result is the self-test failure.

It should be understood that since the TCMS110 has a self-test failure while performing the self-test operation, the self-test operation result is a self-test failure. There is a fault in the self-test working phase, the vehicle 100 wakes up unsuccessfully, and stops entering the next static test phase. VOBC120 obtains the wakeup failure result and feeds back the wakeup failure result to OCC 200. And the awakening failure result comprises a self-checking failure result and self-checking fault information. The staff obtains the self-checking fault information through the OCC200, performs manual intervention on the self-checking work, and if the self-checking is successful, the next-stage static test can be performed through manual operation, or the next-stage static test can be automatically performed through the TCMS 110.

Another situation where the vehicle 100 fails to wake up may be: the TCMS110 performs self-checking according to the wake-up instruction and feeds back a self-checking result to the VOBC 120; under the condition that the self-checking work result is that the self-checking is successful, the VOBC120 sends a static test instruction to the TCMS 110; the TCMS110 performs a static test according to the static test instruction and feeds back a static test result to the VOBC 120; VOBC120 obtains a wake-up failure result if the static test result is a static test failure.

It should be appreciated that since the TCMS110 is performing static testing, there is a static test failure and the static test result is a static test failure. There is a fault in the static test phase, the vehicle 100 wakes up unsuccessfully, and stops entering the next dynamic test phase. VOBC120 obtains the wakeup failure result and feeds back the wakeup failure result to OCC 200. And the awakening failure result comprises a static test failure result and static test fault information. The worker obtains the static test fault information through the OCC200, performs manual intervention on the static test, and if the static test is successful, the worker can perform the dynamic test of the next stage by manual operation, or automatically perform the dynamic test of the next stage through the TCMS 110.

Yet another situation where the vehicle 100 fails to wake up may be: the TCMS110 performs self-checking according to the wake-up instruction and feeds back a self-checking result to the VOBC 120; under the condition that the self-checking work result is that the self-checking is successful, the VOBC120 sends a static test instruction to the TCMS 110; the TCMS110 performs a static test according to the static test instruction and feeds back a static test result to the VOBC 120; VOBC120 sends dynamic test instruction to TCMS110 when the static test result is that the static test is successful; the TCMS110 performs dynamic testing according to the dynamic testing instruction and feeds back a dynamic testing result to the VOBC 120; VOBC120 obtains a wake-up failure result if the dynamic test result is a dynamic test failure.

It should be appreciated that since the TCMS110 is performing dynamic testing, there is a dynamic testing failure and the dynamic testing result is a dynamic testing failure. There is a fault during the dynamic test phase and the vehicle 100 wakes up unsuccessfully. VOBC120 obtains the wakeup failure result and feeds back the wakeup failure result to OCC 200. And the awakening failure result comprises a dynamic test failure result and dynamic test fault information. The staff obtains dynamic test fault information through OCC200, carries out manual intervention to the dynamic test, if the dynamic test succeeds, vehicle 100 awakens successfully to enter the unattended standby working condition.

Fig. 3 is a schematic view of another train according to the second embodiment of the present application. As shown in fig. 3, in another schematic diagram of the Vehicle 100, the TCMS110 includes a VCU111 (central control unit), the Vehicle 100 further includes a plurality of subsystems 112, and the VCU111 is in communication connection with the plurality of subsystems 112 and the VOBC 120.

The subsystems 112 include a traction system 1121, an auxiliary system 1122, a brake system 1123, a vehicle door system 1124, an air conditioning system 1125, a smoke and fire alarm system 1126, a passenger information system 1127, a battery management system 1128, a bow net monitoring system 1129, a lighting system 1130, an obstacle detection system 1131 and a walking part online detection system 1132, wherein the traction system 1121, the auxiliary system 1122, the brake system 1123, the vehicle door system 1124, the air conditioning system 1125, the smoke and fire alarm system 1126, the passenger information system 1127, the battery management system 1128, the bow net monitoring system 1129, the lighting system 1130, the obstacle detection system 1131 and the walking part online detection system 1132 are all in communication connection with the VCU 111.

The self-inspection work comprises at least one of traction system 1121 self-inspection, auxiliary system 1122 self-inspection, brake system 1123 self-inspection, vehicle door system 1124 self-inspection, air conditioner system 1125 self-inspection, smoke and fire alarm system 1126 self-inspection, passenger information system 1127 self-inspection, storage battery management system 1128 self-inspection, bow net monitoring system 1129 self-inspection, lighting system 1130 self-inspection, obstacle detection system 1131 self-inspection and running part online detection system 1132 self-inspection.

The self-inspection work includes traction system 1121 self-inspection, auxiliary system 1122 self-inspection, brake system 1123 self-inspection, vehicle door system 1124 self-inspection, air-conditioning system 1125 self-inspection, smoke and fire alarm system 1126 self-inspection, passenger information system 1127 self-inspection, storage battery management system 1128 self-inspection, bow net monitoring system 1129 self-inspection, lighting system 1130 self-inspection, obstacle detection system 1131 self-inspection, and running part online detection system 1132 self-inspection.

The self-test operation of the TCMS110 according to the wake-up command can be understood as: the VCU111 controls a traction system 1121, an auxiliary system 1122, a brake system 1123, a vehicle door system 1124, an air conditioning system 1125, a smoke and fire alarm system 1126, a passenger information system 1127, a storage battery management system 1128, a bow net monitoring system 1129, a lighting system 1130, an obstacle detection system 1131 and a running part online detection system 1132 to respectively perform self-checking work according to the awakening instruction; the traction system 1121, the auxiliary system 1122, the brake system 1123, the vehicle door system 1124, the air conditioning system 1125, the smoke and fire alarm system 1126, the passenger information system 1127, the storage battery management system 1128, the bow net monitoring system 1129, the lighting system 1130, the obstacle detection system 1131 and the walking part online detection system 1132 respectively feed back the self-inspection operation result to the VOBC120 through the VCU 111.

It should be understood that the traction system 1121, the auxiliary system 1122, the brake system 1123, the door system 1124, the air conditioning system 1125, the smoke alarm system 1126, the passenger information system 1127, the battery management system 1128, the bow net monitoring system 1129, the lighting system 1130, the obstacle detection system 1131, and the running gear online detection system 1132 may perform self-inspection work simultaneously or sequentially according to a preset sequence.

If the self-checking operation result fed back by at least one of the traction system 1121, the auxiliary system 1122, the brake system 1123, the door system 1124, the air conditioning system 1125, the smoke and fire alarm system 1126, the passenger information system 1127, the storage battery management system 1128, the bow net monitoring system 1129, the lighting system 1130, the obstacle detection system 1131 and the walking part online detection system 1132 is self-checking failure, the VOBC120 determines that the self-checking failure occurs; if the self-checking operation results fed back by the traction system 1121, the auxiliary system 1122, the brake system 1123, the door system 1124, the air-conditioning system 1125, the smoke and fire alarm system 1126, the passenger information system 1127, the storage battery management system 1128, the bow net monitoring system 1129, the lighting system 1130, the obstacle detection system 1131 and the walking part online detection system 1132 are all successful in self-checking, the VOBC120 determines that the self-checking is successful.

Now, how each subsystem 112 performs self-test will be described by taking the air conditioning system 1125 as an example. After the air conditioning system 1125 receives the self-checking instruction sent by the VCU111, the air conditioning system 1125 checks the working state of the related devices, such as the state of a three-phase electric detection contactor, the state of a ventilator, the state of a condensing fan, the state of a compressor, the state of an emergency ventilation inverter, the state of contactors of each device, the state of high and low voltages of the compressor, the state of a temperature sensor, and the like; the air conditioning system 1125 comprehensively determines the self-checking status according to the working status of the related devices, and transmits the self-checking working result to the VCU 111. The self-checking work result can be success of self-checking, in self-checking or failure of self-checking.

In an optional embodiment, for the online detection system 1132 of the running part, the fault information fed back by the VCU111 to the online detection system 1132 of the running part may be matched according to preset fault information, and if the fault information fed back by the online detection system 1132 of the running part is one of the preset fault information, the self-checking working result fed back to the VOBC120 by the VCU111 is that the self-checking is successful; if the fault information fed back by the online detection system 1132 of the running gear is not one of the preset fault information, the self-checking result fed back to the VOBC120 by the VCU111 is a self-checking failure. Wherein the preset fault information is slight fault information.

Fig. 4 is a schematic view of another train provided in the second embodiment of the present application. As shown in fig. 4, in order to provide a schematic structural diagram of another vehicle 100 according to an embodiment of the present application, in addition to the vehicle 100 shown in fig. 2, the vehicle 100 further includes a pantograph control valve 130 and an auxiliary inverter 140, and both the pantograph control valve 130 and the auxiliary inverter 140 are communicatively connected to the TCMS 110.

Before the self-checking operation, the self-checking preparation operation needs to be performed to ensure the smooth operation of the self-checking operation. The self-inspection preparation work includes pantograph detection work and auxiliary inverter 140 detection work.

The working principle of self-checking preparation work is as follows: VOBC120 sends a self-check preparation instruction to TCMS 110; the TCMS110 performs self-check preparation work according to the self-check preparation instruction, and feeds back self-check preparation work completion information to the VOBC120 after the self-check preparation work is completed and there is no failure; VOBC120 sends the wakeup command to TCMS110 according to the self-check preparation completion information.

Wherein, whether the pantograph rises to the right position is detected as follows: the TCMS110 is configured to send an instruction to raise the pantograph to the pantograph control valve 130 according to the self-checking preparation instruction and start timing; if the pantograph lifting state signal representing that the pantograph lifting is in place is not received within the first preset time or the pantograph lifting state signal representing that the pantograph lifting is not in place is received within the first preset time, the TCMS110 is further used for judging pantograph lifting faults, feeding back pantograph lifting fault information to the VOBC120, and the VOBC120 judging self-checking preparation work faults according to the pantograph lifting fault information; if a pantograph lifting state signal representing that the pantograph lifting is in place is received within the first preset time, the TCMS110110 is further configured to determine that the pantograph lifting is in place, and feed back pantograph lifting in-place information to the VOBC 120.

If the pantograph rising state signal is at a high level, representing that the pantograph rises to the position; if the pantograph lifting state signal is at a low level, the pantograph lifting state signal indicates that the pantograph lifting is not in place.

The first preset time may be set to 15 s. If the pantograph state signal representing that the pantograph is lifted in place is not received in the process that the TCMS110 sends the pantograph lifting command 15s to the pantograph control valve 130, the pantograph control valve 130 acts according to the pantograph lifting command and then feeds back the pantograph state signal representing that the pantograph is lifted in place; in other words, within 15s after the TCMS110 sends the pantograph up command to the pantograph control valve 130, the TCMS110 does not receive any signal fed back by the pantograph control valve 130; the TCMS110 determines the pantograph lifting fault, and feeds back pantograph lifting fault information to the VOBC120, and the VOBC120 determines the self-check preparation operation fault according to the pantograph lifting fault information. If the TCMS110 receives a pantograph lifting state signal representing that the pantograph lifting is not in place, which is fed back by the pantograph control valve 130, within 15s of sending the pantograph lifting command to the pantograph control valve 130, the TCMS110 determines that the pantograph lifting fails, and feeds back pantograph lifting failure information to the VOBC120, and the VOBC120 determines a self-check preparation work failure according to the pantograph lifting failure information. If the TCMS110 receives a pantograph lifting state signal representing that the pantograph is in place, which is fed back by the pantograph control valve 130 after the pantograph lifting command acts, within 15s of sending the pantograph lifting command to the pantograph control valve 130, the TCMS110 determines that the pantograph is in place, and feeds back pantograph lifting place information to the VOBC 120. Wherein, the self-checking preparation completion information comprises pantograph ascending and positioning information.

Before the self-checking work, whether the pantograph is in place or not is detected, and the purpose is to continuously supply power for the self-checking work of each system of the vehicle.

If the vehicle 100 is a subway, the subway includes a plurality of sections of carriages, the plurality of sections of carriages includes a common carriage and a target carriage, the target carriage is provided with the pantograph control valve 130, and the common carriage is not provided with the pantograph control valve 130. For example, if the subway comprises 6 cars, the second car and the fifth car are target cars, and the pantograph control valves 130 are arranged on the second car and the fifth car; the first carriage, the third carriage, the fourth carriage and the sixth carriage are ordinary carriages, and the pantograph control valves 130 are not arranged on the first carriage, the third carriage, the fourth carriage and the sixth carriage.

The content of detecting whether the auxiliary inverter 140 is started is: the TCMS110 is configured to send a start instruction to the auxiliary inverter 140 according to the self-check preparation instruction and start timing; if a starting state signal representing successful starting is not received within a second preset time, or a starting state signal representing failed starting is received within the second preset time, the TCMS110 determines that the start fault of the auxiliary inverter 140 occurs, and feeds back the start fault information of the auxiliary inverter to the VOBC 120; if a start state signal indicating successful start is received within a second preset time, the TCMS110 is further configured to determine that the start of the auxiliary inverter 140 is normal, and feed back the auxiliary inverter start normal information to the VOBC 120.

If the starting state signal is high level, the starting is represented to be successful; if the starting state signal is low level, the starting failure is represented.

The second preset time may be set to 10 s. If the TCMS110 does not receive a start state signal indicating successful start, which is fed back by the auxiliary inverter 140 after acting according to the start instruction, or any signal fed back by the auxiliary inverter 140 within 10s of sending the start instruction to the auxiliary inverter 140, the TCMS110 determines that the auxiliary inverter 140 has a start failure, and feeds back start failure information of the auxiliary inverter to the VOBC120, and the VOBC120 determines that the self-checking prepares for a working failure according to the start failure information of the auxiliary inverter. If the TCMS110 receives a start state signal indicating a start failure fed back by the auxiliary inverter 140 within 10s of sending the start instruction to the auxiliary inverter 140, the TCMS110 determines that the auxiliary inverter 140 has a start failure, and feeds back start failure information of the auxiliary inverter to the VOBC120, and the VOBC120 determines that the self-checking preparation operation failure occurs according to the start failure information of the auxiliary inverter. If the TCMS110 receives the start state signal indicating successful start, which is fed back by the auxiliary inverter 140, within 10s of sending the start instruction to the auxiliary inverter 140, the TCMS110 determines that the auxiliary inverter 140 is normally started, and feeds back the auxiliary inverter start normal information to the VOBC120, where the self-checking preparation completion information includes the auxiliary inverter start normal information.

The auxiliary inverter 140 is a component of an auxiliary system 1122 of the vehicle 100, the auxiliary system 1122 further includes an auxiliary control unit 1133, the TCMS110 is connected to the auxiliary control unit 1133 through an MVB communication bus, and the auxiliary control unit 1133 is connected to the auxiliary inverter 140 in a communication manner. The TCMS110 sends the start instruction to the auxiliary control unit 1133 through the MVB communication bus, the auxiliary control unit 1133 sends the start instruction to the auxiliary inverter 140, the auxiliary inverter 140 feeds back a start state signal to the auxiliary control unit 1133 after acting according to the start instruction, and the auxiliary control unit 1133 sends the start state signal to the TCMS110 through the MVB communication bus.

Before the comprehensive self-test is performed, whether the auxiliary inverter 140 is started or not is detected, so that 380V voltage and/or 110V voltage is provided for the vehicle. 380V voltage and/or 110V voltage can be provided in a grid-connected mode or an extended mode.

In an alternative embodiment, the contents of the self-test preparation work may further include detecting whether the main breaker 150 is closed, and the vehicle 100 further includes the main breaker 150, and the main breaker 150 is electrically connected to the TCMS 110.

The TCMS110 is configured to send a close command to the main breaker 150 according to the self-test preparation command and start timing; if the closing state information fed back after the main breaker 150 acts according to the closing instruction is not received within the fourth preset time, the TCMS110 judges that the main breaker 150 has a fault, and feeds back self-check preparation work fault information to the VOBC 120; if the closing state information fed back after the main breaker 150 acts according to the closing instruction is received within the fourth preset time, the TCMS110 determines that the main breaker 150 is normally closed, and feeds back the self-check preparation work completion information to the VOBC 120.

The fourth preset time may be set to 3s, that is, within 3s of sending the closing instruction to the main breaker 150 by the TCMS110, the closing state information fed back after the main breaker 150 acts according to the closing instruction is not received, and the TCMS110 determines that the main breaker 150 has a stuck fault; in the case that the TCMS110 sends the closing instruction 3s to the main breaker 150, the TCMS110 determines that the main breaker 150 is normally closed after receiving the closing state information fed back by the main breaker 150 after acting according to the closing instruction.

Before the comprehensive self-checking, whether the main breaker 150 is started or not is detected, so that the protection function can be realized when the traction system is started, and when the traction system has a serious fault, the high-speed breaker is quickly disconnected.

In an alternative embodiment, the self-test preparation may also include detecting whether parking brake mitigation is normal, and the vehicle 100 may also include parking brake mitigation 160, the parking brake mitigation 160 being communicatively coupled to the TCMS 110.

The TCMS110 is used for sending a control instruction to the parking brake release 160 according to the self-checking preparation instruction and starting timing; if the response information fed back after the parking brake release 160 acts according to the control instruction is not received within the fifth preset time, the TCMS110 determines that the parking brake release 160 has a working fault and feeds back self-check preparation working fault information to the VOBC 120; if the response information fed back after the parking brake release 160 acts according to the control instruction is received within the fifth preset time, the TCMS110 determines that the parking brake release 160 works normally, and feeds back the self-checking preparation work completion information to the VOBC 120.

The fifth preset time may be set to 5s, that is, within 5s when the TCMS110 sends the control instruction to the parking brake mitigation 160, the TCMS110 determines that the parking brake mitigation 160 has a working failure without receiving the response information fed back after the parking brake mitigation 160 acts according to the control instruction; within 5s of the TCMS110 sending the control instruction to the parking brake mitigation 160, the TCMS110 determines that the parking brake mitigation 160 is working normally after receiving the response information fed back by the parking brake mitigation 160 according to the control instruction.

In the embodiment of the present application, the self-checking preparation work content may include at least one of detecting whether the pantograph is raised to a position, detecting whether the auxiliary inverter 140 is started, detecting whether the main breaker is closed, and detecting whether parking brake mitigation is normal. Correspondingly, the VOBC120 sends a power-on self-test command to the TCMS according to at least one of the pantograph rising-to-position information and the auxiliary inverter start-up normal information. If the self-checking preparation work content comprises a plurality of self-checking preparation work contents, and each self-checking preparation work content is completed without failure, the self-checking preparation work can be judged to be completed without failure, and a power-on self-checking instruction is sent to the TCMS; if the content of one self-checking preparation work has a fault or is not completed, the self-checking preparation work is judged to be not completed or has a fault, and a power-on self-checking instruction is not sent to the TCMS.

After all self-check preparation work contents are completed and no fault exists, VOBC120 sends a power-on self-check instruction to TCMS110 according to the self-check preparation work completion information, TCMS110 starts self-check work according to the power-on self-check instruction, and feeds back a self-check work result to VOBC 120.

Whether the communication of the TCMS110 is normal is detected, which is a prerequisite for whether the TCMS110 can perform self-test operation according to the power-on self-test instruction. It is understood that before and after VOBC120 sends the power-on self-test command to TCMS110, it can detect whether the communication of TCMS110 is normal; that is, the order of detecting whether the communication of TCMS110 is normal may be set before VOBC120 sends the power-on self-test command to TCMS110, or may be set according to the actual situation after VOBC120 sends the power-on self-test command to TCMS110, and is not limited herein. It should be understood that each subsystem 112 can receive the power-on self-test command only if the communication of the TCMS110 is normal; due to a communication failure of the TCMS110, no power-on self-test command is received by the respective subsystem 112.

To facilitate understanding how to detect whether the communication of the TCMS110 is normal, please refer to fig. 4, which is a schematic diagram of another structure of the vehicle 100, the TCMS110 includes a VCU111, the vehicle 100 further includes a plurality of subsystems 112, and the VCU111 is in communication connection with the plurality of subsystems 112 and the VOBC120, respectively.

Each subsystem 112 is used to feed back vital signals to the VCU 111; wherein the vital signal comprises a state value; if the VCU111 detects that the state value of the vital signal fed back by the subsystem 112 is unchanged within the third preset time, the VCU111 determines that the subsystem 112 has a communication fault and feeds back communication fault information to the VOBC 120; if the VCU111 detects that the state value of the vital signal fed back by the subsystem 112 changes within the third preset time, the VCU111 determines that the communication of the subsystem 112 is normal, and feeds back normal communication information to the VOBC 120.

Detecting whether communications of the TCMS110 are normal may be understood as detecting whether communications between the VCU111 and the respective subsystems 112 are normal. If the communication between the VCU111 and each subsystem 112 is normal, the status value in the vital signal of each subsystem 112 should be changed within a third preset time. Wherein, the state value in the vital signal can be periodically changed or non-periodically changed; the state value in the vital signal may be changed once or multiple times within the third preset time. In the abnormal period, the state value in the vital signal of the subsystem 112 is unchanged, i.e. the state value in the vital signal of the same subsystem 112 within the third preset time is the same.

When the TCMS110 detects communication with different subsystems, the third preset time may be set to be the same or different. If the setting is different, the duration can be set according to the importance degree of different subsystems in the vehicle; the third preset time of the subsystem with high importance degree is less than the third preset time of the subsystem with low importance degree.

The communication between the VCU111 and each subsystem 112 is normal, and the periodic change of the state value in the vital signal of each subsystem 112 may be: adding 1 to accumulate the state value in the vital signal every time one period is passed according to the cycle time of 16ms, wherein the third preset time is greater than or equal to 32 ms; that is, the state value in the vital signal fed back by one subsystem 112 in the first period is 1, and the state value in the vital signal fed back by the subsystem 112 in the second period is 2 after 16ms, and the above-described manner is repeatedly performed to realize the periodic change of the state value.

Whether the detection state value is changed within the third preset time may be: the third preset time may be set to 2s, and it may be detected whether the state values at time 0 and time 2s of a certain subsystem 112 are changed; the state value at the time 0 and the state value at the time 100ms can also be compared, then the state value at the time 200ms and the state value at the time 300ms are compared, and the state values at the time 1900ms and the time 2000ms are compared, so that whether the state value changes in the period can be detected.

When detecting whether the communication of the TCMS110 is normal, the subsystem 112 may delay the feedback of the updated vital signal to the VCU111 due to a delay or a bug existing in the program, so that the state value of the vital signal received by the VCU111 may not change periodically. Therefore, whether the state value of the received vital signal changes or not is judged within the third preset time, and the communication fault can be avoided being judged by mistake due to normal time delay.

Before the self-test preparation is performed, the TCMS110 needs to be powered on and started. The working principle of the power-on start of the TCMS110 may be: vehicle 100 also includes a relay 180 and a power module 170, power module 170 being communicatively coupled to TCMS110 via relay 180, relay 180 also being communicatively coupled to VOBC 120. The VOBC120 controls the relay 180 to act according to the power-on starting instruction sent by the OCC200 and obtains the action state information fed back by the relay 180; if the motion state information is closed state information, VOBC120 sends a wake-up command to TCMS 110; the action state information represents that the power supply module 170 supplies power to the vehicle 100 through the relay 180 for the closed state information.

OCC200 generates a power-on start command based on operation information, which includes vehicle information and operation time information. OCC200 may determine the time to generate the power-on start command from the run time information, and OCC200 may determine which vehicle 100 to send the power-on start command to based on the vehicle information. The vehicle 100 corresponding to the vehicle information is the vehicle 100 in the dispatch plan.

For the vehicles 100 which are not included in the outbound shift plan, for example, the standby vehicles in the yard/garage and the vehicles passing through the night on the main line parking line are remotely issued with power-on starting instructions by a yard dispatcher and a main line dispatcher respectively. Of course, it is also possible to log on a vehicle 100 that is not included in the outbound shift schedule by manually operating the manual wake-up button to generate the power-on start command.

In the power-on starting process, if the maintenance button of the vehicle 100 is pressed, the vehicle 100 does not respond to the power-on starting instruction to perform power-on starting, and the vehicle 100 stops automatically waking up.

In the embodiment of the present application, the power supply module 170 provides a power-on voltage for the VCU111 in the TCMS110 and the control modules in the subsystems 112. The power-on voltage may be 110V or/and 24V, that is, the power supply module 170 may provide 110V or 24V alone, or may provide 110V and 24V simultaneously.

In the embodiment of the present application, when the self-test operation result is that the self-test is successful, the VOBC120 needs to determine whether the vehicle 100 meets the static test condition; if the static test condition is met, VOBC120 applies for static test authorization of vehicle 100 to OCC 200; after authorization, VOBC120 sends static test instructions to TCMS 110.

Wherein, the static test conditions may be: the preset vehicle mode is an unattended vehicle running UTO mode, the VOBC120 is successfully electrified and self-checked, the TCMS110 feeds back a direction handle at 0 bit, the TCMS110 feeds back a main control handle at 0 bit, the VOBC120 detects that a driver key is at an OFF bit, the VOBC120 at two ends of the vehicle is normally communicated, a non-manual operation awakening button is electrified, a maintenance button is not pressed down, a static test can be carried out only when all the static test conditions are met, and when any one condition is not met, the VOBC120 feeds back the unsatisfied condition to the OCC 200.

After being authorized, VOBC120 sends static test instructions to TCMS110 by operating on the following principles: after authorization, VOBC120 sends a static test valid signal to TCMS110 and initiates a cab selection command to the cab. It is determined whether activation information for cab feedback is received in response to a cab selection command. If VOBC120 does not receive the activation information, VOBC120 sends the information of the automatic wakeup failure. If VOBC120 receives the activation information, VOBC120 sends a static test command to TCMS110 for the cabin in which the vehicle has been activated.

The vehicle can include two driver's cabs of locomotive and rear of a vehicle, when carrying out the static test, need carry out the static test respectively to the driver's cab of locomotive and rear of a vehicle. Thus, after authorization, VOBC120 first sends a static test valid signal to TCMS110 and initiates a cab selection command to the cab in a preset sequence.

It should be understood that a cab selection command may be initiated to the cab of the vehicle head, and if activation feedback information of the cab of the vehicle head is received, it indicates that the cab is activated, and a subsequent static test may be performed, otherwise, the cab is not activated, and the subsequent static test cannot be performed, and at this time, the VOBC120 needs to send information of an automatic wakeup failure to the OCC200, and the vehicle is not allowed to be sent.

After the cab is activated, VOBC120 may output static test instructions such as UTO signal hardwire and direction instructions to the activated cab end of the vehicle, thereby completing various tests.

After the cab at the head end of the vehicle completes the static test, a cab selection command can be continuously sent to the cab at the tail end of the vehicle, and the operation is repeated until the cab at the tail end of the vehicle completes each static test. In this embodiment, the static test includes at least one of an air compressor test, a brake pull test, a radio test, a door test, a lighting test, and a creep test. If the static tests include multiple types, the tests can be sequentially performed according to the sequence of the air compressor test, the brake traction test, the broadcast test, the car door test, the illumination test and the creep test, and the tests can also be sequenced according to the actual situation, which is not limited herein.

Wherein, the theory of operation of air compressor machine test can be: the VOBC120 sends an air compressor test command to the TCMS110 of the cab in which the vehicle has been activated; the TCMS110 controls the starting of an air compressor of the vehicle; the TCMS110 determines whether the total wind pressure of the vehicle reaches a preset pressure value within a preset time; if so, the TCMS110 judges that the air compressor test is successful; if not, the TCMS110 judges the air compressor stuck fault or the air compressor overtime fault.

In this application embodiment, need test the air compressor machine of the driver's cabin of locomotive and rear of a vehicle respectively. When the air compressor test is performed, the VOBC120 firstly sends an air compressor test instruction to the TCMS110 in an activated cab (a front cab or a rear cab), after receiving the air compressor test instruction, the TCMS110 controls the air compressor of the vehicle to start by outputting a hard line DO, and judges whether the total wind pressure of the vehicle reaches a preset pressure value within a preset time, for example, judges whether the total wind pressure of the vehicle reaches 900KPa within 900 seconds, if so, the TCMS110 sends a successful air compressor test result to the VOBC120, and if not, the TCMS110 sends an air compressor stuck fault or an overtime wind fault to the VOBC 120.

VOBC120 feeds back the received air compressor test result to OCC200, where the air compressor test result includes a test success result or a test failure result, and when the test fails, VOBC120 also sends a failure cause to OCC 200.

The working principle of the braking traction test can be as follows: the TCMS110 performs a brake traction test on the vehicle via the static test command, wherein the brake traction test includes a hold brake application test, an emergency brake release test, a park brake application, a brake self-test, a service brake release test, a service brake application test, an emergency brake application test, a traction test, and a park brake release test.

In this embodiment, in order to ensure that the vehicle does not roll during the brake traction test, the brake traction test needs to be performed in the order of the holding brake application test, the emergency brake release test, the parking brake application, the brake self-checking, the service brake release test, the service brake application test, the emergency brake application test, the traction test, and the parking brake release test. When the vehicle is in the brake pull test, any test process failure or VOBC120 diagnostic test execution failure can feed back the vehicle test failure (i.e., the test failure indicates the vehicle automatic wake-up failure) and the reason for the failure to OCC 200.

In this embodiment, the TCMS110 performs a brake traction test on the vehicle and sends the brake traction test result to the VOBC120, and the principle of the hold brake application test includes:

VOBC120 sends a hold brake application test command to TCMS 110; the TCMS110 forwards the hold brake application test command to the brake system 1123 BCU; determining whether a holding brake has been applied; if yes, the BCU feeds back a result of successful brake application maintaining test to the TCMS110, and the TCMS110 feeds back a result of successful brake application maintaining test to the VOBC 120; if not, the BCU feeds back the result of the holding brake application test failure to the TCMS110, and the TCMS110 feeds back the result of the holding brake application test failure to the VOBC 120.

When the holding brake application test is performed, the VOBC120 sends a holding brake application test command to the TCMS110, the TCMS110 sends the holding brake application test command to the brake system 1123BCU, and the BCU judges whether the holding brake is applied, if yes, the BCU feeds back a result of successful holding brake application test to the TCMS110, the TCMS110 sends a result of successful holding brake application test to the VOBC120, otherwise, the feedback of successful holding brake application test fails.

In this embodiment, VOBC120 may further diagnose whether the holding brake application test is successful according to the received data, specifically, VOBC120 determines whether the holding brake application test is overtime, if so, VOBC120 directly diagnoses that the holding brake application test is failed, in addition, VOBC120 further needs to determine whether a test result of the holding brake application test is received, and if a test result of the holding brake application test fed back by TCMS110 is not received, VOBC120 directly determines that the holding brake application test is failed.

If VOBC120 receives a successful hold brake application test result from TCMS110, the next brake pull test, i.e., an emergency brake release test, may be performed.

In this embodiment, when performing the emergency braking mitigation test, the VOBC120 sends an emergency braking mitigation test instruction to the TCMS 110; the TCMS110 forwards the emergency brake mitigation test instruction to the BCU; judging whether the emergency braking is relieved or not; if yes, the BCU feeds back a successful emergency brake release test result to the TCMS110, and the TCMS110 feeds back a successful emergency brake release result to the VOBC 120; if not, the BCU feeds back the result of the emergency braking mitigation test failure to the TCMS110, and the TCMS110 feeds back the result of the emergency braking mitigation test failure to the VOBC 120.

Optionally, the VOBC120 may also directly diagnose whether the emergency braking mitigation test is successful according to the received data, specifically, the VOBC120 determines whether the emergency braking mitigation test is overtime, if so, the VOBC120 directly diagnoses that the emergency braking mitigation test is failed, in addition, the VOBC120 also needs to determine whether a test result of the emergency braking mitigation test is received, and if a test result of the emergency braking mitigation test fed back by the TCMS110 is not received, the VOBC120 directly determines that the emergency braking mitigation test is failed.

If VOBC120 receives a successful emergency brake mitigation test result from TCMS110, the next brake pull test, i.e., the parking brake application test, may be performed.

In this embodiment, when performing a parking brake application test, the VOBC120 sends a parking brake application test command to the TCMS 110; the TCMS110 forwards the parking brake application test instruction to the BCU; determining whether a parking brake has been applied; if yes, the BCU feeds back a successful parking brake application test result to the TCMS110, and the TCMS110 feeds back a successful parking brake application test result to the VOBC 120; if not, the BCU feeds back a parking brake application test failure result to the TCMS110, and the TCMS110 feeds back a parking brake application test failure result to the VOBC 120.

Optionally, the VOBC120 may also directly diagnose whether the parking brake application test is successful according to the received data, specifically, the VOBC120 determines whether the parking brake application test is overtime, if so, the VOBC120 directly diagnoses that the parking brake application test is failed, in addition, the VOBC120 further needs to determine whether a test result of the parking brake application test is received, and if a test result of the parking brake application test fed back by the TCMS110 is not received, the VOBC120 directly determines that the parking brake application test is failed.

If VOBC120 receives a successful parking brake application test result from TCMS110, the next brake pull test, i.e., brake self-test, may be performed.

In this embodiment, when performing brake self-test, the VOBC120 sends a brake self-test command to the TCMS 110; the TCMS110 forwards the brake self-test command to the BCU; judging whether the vehicle brake is self-checked; if yes, the BCU feeds back a result of successful brake self-test to the TCMS110, and the TCMS110 feeds back a result of successful brake self-test to the VOBC 120; if not, the BCU feeds back a result of the brake self-test failure to the TCMS110, and the TCMS110 feeds back a result of the brake self-test failure to the VOBC 120.

Optionally, the VOBC120 may also directly diagnose whether the braking self-test is successful according to the received data, specifically, the VOBC120 determines whether the braking self-test is overtime, if so, the VOBC120 directly diagnoses that the braking self-test is failed, in addition, the VOBC120 also needs to determine whether a test result of the braking self-test is received, and if a test result of the braking self-test fed back by the TCMS110 is not received, the VOBC120 directly determines that the braking self-test is failed.

If VOBC120 receives a successful brake self-test result from TCMS110, the next brake pull test, i.e., service brake mitigation test, may be performed.

In this embodiment, when performing a service brake mitigation test, the VOBC120 sends a service brake mitigation test instruction to the TCMS 110; the TCMS110 forwards the service brake mitigation test instructions to the BCU; judging whether the service braking is relieved or not; if yes, the BCU feeds back a successful service brake mitigation test result to the TCMS110, and the TCMS110 feeds back a successful service brake mitigation test result to the VOBC 120; if not, the BCU feeds back a service brake mitigation test failure result to the TCMS110, and the TCMS110 feeds back a service brake mitigation test failure result to the VOBC 120.

Optionally, the VOBC120 may also directly diagnose whether the service brake mitigation test is successful according to the received data, specifically, the VOBC120 determines whether the service brake mitigation test is overtime, if so, the VOBC120 directly diagnoses that the service brake mitigation test is failed, in addition, the VOBC120 further needs to determine whether a test result of the service brake mitigation test is received, and if a test result of the service brake mitigation test fed back by the TCMS110 is not received, the VOBC120 directly determines that the service brake mitigation test is failed.

If VOBC120 receives a successful service brake mitigation test result from TCMS110, the next brake pull test, i.e., the service brake application test, may be performed.

In this embodiment, when performing a service brake mitigation test, the VOBC120 sends a service brake application test command to the TCMS 110; the TCMS110 forwards the service brake application test instructions to the BCU; determining whether service brakes have been applied; if yes, the BCU feeds back a successful service brake application test result to the TCMS110, and the TCMS110 feeds back a successful service brake application test result to the VOBC 120; if not, the BCU feeds back a result of failure of the service brake application test to the TCMS110, and the TCMS110 feeds back a result of failure of the service brake application test to the VOBC 120.

Optionally, VOBC120 may also directly diagnose whether the service brake application test is successful according to the received data, specifically, VOBC120 determines whether the service brake application test is overtime, and if so, VOBC120 directly diagnoses that the service brake application test is failed, and in addition, VOBC120 also needs to determine whether a test result of the service brake application test is received, and if a test result of the service brake application test fed back by TCMS110 is not received, VOBC120 directly determines that the service brake application test is failed.

If VOBC120 receives a successful service brake application test result from TCMS110, the next brake pull test, i.e., the pull test, may be performed.

In this embodiment, when performing a pull test, the VOBC120 sends a pull test command to the TCMS 110; the TCMS110 forwards the pull test instructions to the TCU; judging whether the traction test is finished or not; if yes, the TCU feeds back a successful traction test result to the TCMS110, and the TCMS110 feeds back a successful traction test result to the VOBC 120; if not, the TCU feeds back the result of the failed traction test to the TCMS110, and the TCMS110 feeds back the result of the failed traction test to the VOBC 120.

Optionally, the VOBC120 may also directly diagnose whether the traction test is successful according to the received data, specifically, the VOBC120 determines whether the traction test is overtime, and if the traction test is overtime, the VOBC120 directly diagnoses the traction test as failed, in addition, the VOBC120 further needs to determine whether a test result of the traction test is received, and if a test result of the traction test fed back by the TCMS110 is not received, the VOBC120 directly determines that the traction test is failed.

If VOBC120 receives a successful service brake application test result from TCMS110, the next brake pull test, i.e., the parking brake mitigation test, may be performed.

In this embodiment, when performing a parking brake mitigation test, the VOBC120 sends a parking brake mitigation test instruction to the TCMS 110; the TCMS110 forwards the parking brake mitigation test instruction to the BCU; determining whether parking brake mitigation has been mitigated; if yes, the BCU feeds back a successful parking brake mitigation test result to the TCMS110, and the TCMS110 feeds back a successful parking brake mitigation test result to the VOBC 120; if not, the BCU feeds back the result of the parking brake mitigation test failure to the TCMS110, and the TCMS110 feeds back the result of the parking brake mitigation test failure to the VOBC 120.

Optionally, the VOBC120 may also directly diagnose whether the parking brake mitigation test is successful according to the received data, specifically, the VOBC120 determines whether the parking brake mitigation test is overtime, if so, the VOBC120 directly diagnoses that the parking brake mitigation test is failed, in addition, the VOBC120 further needs to determine whether a test result of the parking brake mitigation test is received, and if a test result of the parking brake mitigation test fed back by the TCMS110 is not received, the VOBC120 directly determines that the parking brake mitigation test is failed.

When any of the remaining brake application tests, the emergency brake release tests, the parking brake application, the brake self-test, the service brake release tests, the service brake application tests, the emergency brake application tests, the traction tests, and the parking brake release tests fails, the brake traction test fails.

During the brake traction test, VOBC120 feeds back the received brake traction test result to OCC200, where the brake traction test result includes a test success result or a test failure result, and when the test fails, VOBC120 also sends a failure reason to OCC 200.

The working principle of the broadcast test can be as follows: VOBC120 sends vehicle broadcast system test instructions to TCMS 110; the TCMS110 forwards the vehicle broadcast system test instructions to a passenger information system 1127 PIS; the PIS feeds back the result of successful broadcast test or the result of failed broadcast test to the TCMS110, and the TCMS110 feeds back the result of successful broadcast test or the result of failed broadcast test to the VOBC 120. The VOBC120 then sends the broadcast test results to the OCC 200.

In addition, if the broadcast test time is over, it is determined that the broadcast test failed and a failure reason is fed back to the OCC 200.

The working principle of the vehicle door test can be as follows: VOBC120 sending a door open or close test command to said TCMS 110; the VOBC120 receives the actual vehicle door state fed back by the TCMS110, and judges whether the vehicle door test is successful according to the actual vehicle door state of the vehicle; if the door test fails, the TCMS110 feeds back a door test failure result to the VOBC 120; the VOBC120 can send the door test success or the door test failure reason to the OCC 200.

The VOBC120 sends a door opening or closing test command to the TCMS110 through the network interface, the TCMS110 broadcasts through the passenger information system 1127PIS to inform that the vehicle door is about to be opened or closed, and at the same time, the VOBC120 determines the test result according to the door opening or closing state of the vehicle, and if the test fails, feeds back the reason of the wakeup failure and the failure to the OCC 200.

In actual implementation, it is first determined whether the vehicle speed is 0, if so, the subsequent test is performed, and if not, the VOBC120 feeds back the door test failure to the OCC 200. When the vehicle speed is 0, VOBC120 sends the state of the barrier door to TCMS110 and judges whether the barrier door is not isolated, if not, VOBC120 feeds back a door test failure to OCC200, if yes, VOBC120 sends a door enable to the vehicle and judges whether the door enable is valid, if not, VOBC120 feeds back a door test failure to OCC200, if valid, VOBC120 sends a test command for opening the left door to TCMS110 and judges whether the doors on the left side of the vehicle are all opened, if any left door is not opened, VOBC120 feeds back a door test failure to OCC200, if the left door is all opened, VOBC120 sends a test command for opening the right door to TCMS110 and judges whether the doors on the right side of the vehicle are all opened, if any right door is not opened, VOBC120 feeds back a door test failure to OCC200, if the right door is all opened, VOBC120 sends a test command for closing the doors on both sides to TCMS110 and judges whether the doors on both sides are all closed, if any door is not closed, VOBC120 feeds back to OCC200 that the door test failed, and if all doors are closed, VOBC120 feeds back to OCC200 that the door test succeeded.

Alternatively, in the door test, VOBC120 sends a door test failure to OCC200 if the vehicle times out (e.g., more than 5 seconds) when performing a left door open, a right door open, or both doors closed.

The working principle of the lighting test can be as follows: VOBC120 sending a lighting test instruction to said TCMS 110; the TCMS110 controls the lighting test through the output hard wire DO and receives the lighting test status fed back by the input hard wire DI; the TCMS110 determines whether the lighting test is successful according to the feedback result of the DI; if the lighting test is successful, said TCMS110 feeds back the result of successful lighting test to said VOBC 120; if the lighting test fails, the TCMS110 feeds back the result of the lighting test failure to the VOBC 120; the VOBC120 can send a lighting test success or a lighting test failure reason to the OCC 200.

In the lighting test, the VOBC120 sends a lighting test command to the TCMS110, the TCMS110 controls the lighting system 1130 to perform the lighting test by outputting the hard wire DO, and monitors the lighting status by inputting the hard wire DI, if the TCMS110 diagnoses that the lighting information fed back by the hard wire DI is normal within a sixth preset time (for example, 5 seconds), the TCMS110 feeds back the lighting test success to the VOBC120, otherwise the lighting test failure is fed back. If the lighting test fails, VOBC120 feeds back to OCC200 the vehicle auto wake-up failure and the reason for the failure.

The working principle of the peristalsis test can be as follows: the VOBC120 outputs a creep effective signal to the emergency traction train line through an output hard line DO and sends a creep test instruction to the TCMS 110; the TCMS110 receives a creep test status of input hard-wired DI feedback; the TCMS110 judges whether the creep test is successful according to the feedback result of the DI; if the creep test is successful, the TCMS110 feeds back a result of the success of the creep test to the VOBC 120; if the creep test fails, the TCMS110 feeds back a result of the creep test failure to the VOBC 120; the VOBC120 can send the success of the creep test or the reason for the failure of the creep test to the OCC 200.

In the creep test, the VOBC120 sends a creep valid command to the emergency traction train line through a hard line, and simultaneously sends a creep test command to the TCMS110 of the vehicle 100, the TCMS110 monitors the state of the emergency traction train line through inputting a hard line DI, if the TCMS110 judges that the emergency traction train line is valid according to information fed back by the hard line DI within a seventh preset time (5S), the TCMS110 feeds back success of the creep test to the VOBC120, otherwise, the creep test fails. If the creep test fails, VOBC120 feeds back to OCC200 the vehicle's auto wake-up failure and reason for the failure.

In this embodiment, the static test of the vehicle needs to be performed when the vehicle is remotely awakened in a garage, a main line parking line, an operation traffic route returning line and the like, and temporary or newly-added faults of all devices on the vehicle need to be uploaded to the control center OCC200 in the process. For example, if a driver key activation or service button action is detected during the static test, the test command is cancelled.

And after the static test of the vehicle is completed and succeeded, one end of the vehicle performs the static test on the other end of the vehicle. If the static test fails, the UTO signal hard-line output, the cab activation and the effective direction are kept, the emergency brake is output, the subsequent test is not executed, the vehicle static test failure is fed back to the control center, the fault alarm information is uploaded, and the vehicle 100 dispatcher selects a specific operation strategy.

Optionally, in this embodiment, in the air compressor test, the brake traction test, the broadcast test, the vehicle door test, the illumination test and the creep test of the static test, if the vehicle door test fails, the subsequent illumination test and the creep test may be performed, if the illumination test and the creep test are both successful, only the vehicle door fault is processed after the test is completed, and if the illumination test or the creep test is unsuccessful, the vehicle door fault is processed together with the vehicle door fault after the test is completed; and if other static tests fail, stopping the subsequent static tests.

In the case where the result of the static test is a success of the static test, VOBC120 sends a dynamic test instruction to TCMS 110.

VOBC120 may output dynamic test commands such as UTO signal hardwiring and directional commands to the activated cab end of the vehicle to complete various tests.

After the dynamic test of the cab at the head end of the vehicle is finished, a cab selection command can be continuously sent to the cab at the tail end of the vehicle, and the operation is repeated until the dynamic test of each item is finished in the cab at the tail end of the vehicle. In the present embodiment, the dynamic test includes a jump test. The working principle is as follows: carrying out a jump test on the head of the vehicle; after the jump test of the head car is successful, the jump test is carried out on the tail car of the vehicle; VOBC120 sends the dynamic test success or dynamic test failure reason to OCC 200.

When the vehicle is dynamically tested, the head vehicle and the tail vehicle of the vehicle need to be subjected to jump test in sequence according to a preset sequence, if the jump test of the head vehicle fails, the dynamic test failure and the reason of failure (the jump test of the head vehicle) are directly fed back to the OCC200, if the jump test of the head vehicle succeeds, the jump test of the tail vehicle is carried out, when the jump test of the tail vehicle succeeds, the dynamic test success is fed back to the OCC200, and if the jump test of the tail vehicle fails, the dynamic test failure and the reason of failure (the jump test of the tail vehicle) are fed back to the OCC 200.

The principle of carrying out the jump test on the head car of the vehicle is as follows: the TCMS110 of the head car carries out a jump test on the head car according to a jump instruction sent by the VOBC120 of the head car; judging whether the jump test of the head car is successful or not, wherein the jump test comprises a forward jump test or a backward jump test; if the forward jump test or the backward jump test is unsuccessful, judging that the head vehicle jump test fails; and if the forward jump test and the backward jump test are successful, judging that the head car jump test is successful.

When the jump test is performed on the head car, the TCMS110 of the head car receives the jump command sent by the VOBC120 of the head car, and performs the jump test on the head car according to the jump command, where the jump test includes a forward jump test and a backward jump test, and when both the forward jump test and the backward jump test of the head car are successful, the jump test of the head car is successful, otherwise, the jump test of the head car is failed.

The TCMS110 of the head car receives a whistle instruction sent by the VOBC120 of the head car, and outputs DO through a hard wire to control the whistle of the head car; the TCMS110 of the head car receives the jump instruction sent by the VOBC120 of the head car, and forwards the jump instruction to a traction system 1121TCU and a brake system 1123BCU through a network communication bus; the TCMS110 of the head car receives the target jump distance, the traction level and the brake level sent by the VOBC120 of the head car; the TCMS110 of the lead vehicle forwards the traction level to the TCU and the braking level to the BCU; and controlling the vehicle to run and stop through the traction level and the braking level. Calculating an actual travel distance of the vehicle; judging whether the actual running distance is within a preset error range of the target jump distance; if so, judging that the jump test of the head car is successful; and if not, judging that the jump test of the head car fails.

Taking a forward jump test of a head train as an example, a TCMS110 of the head train receives a whistle instruction sent by a VOBC120 of the head train and controls the whistle of the head train by outputting DO through a hard wire, the VOBC120 firstly outputs the forward instruction to a forward train line through the hard wire, the TCMS110 monitors the states of the forward train line and a backward train line through DI to judge the comprehensive direction of the train, then the TCMS110 of the head train receives the jump instruction sent by the VOBC120 of the head train and sends the forward instruction and the jump instruction to the TCU and a BCU through a network communication bus, the VOBC120 further outputs a traction instruction or a braking instruction to a traction or braking train line through the hard wire, the TCU and the BCU monitor the states of the traction and braking train lines, the TCMS110 of the head train further receives a target jump distance, a traction level and a braking level sent by the VOBC120 of the head train, and forwards the traction level to the TCU 110 of the head train, and forwards the braking level to the BCU and the braking level and the BCU according to the states of the traction, the BCU and the braking train line respectively, The traction level and the brake level control the running and the stopping of the vehicle. The TCMS110 then calculates the actual forward travel distance of the vehicle, determines whether the actual forward travel distance is within an error range (e.g., ± 20 cm) of the target jump distance, and if so, the head vehicle forward jump test is successful, otherwise, the forward jump test fails.

And after the jump test of the head car is successful, the tail car of the vehicle is subjected to the jump test. The TCMS110 of the tail car carries out jump test on the tail car according to the jump instruction sent by the VOBC120 of the tail car; judging whether the jump test of the tail car is successful, wherein the jump test comprises a forward jump test or a backward jump test; if the forward jump test or the backward jump test is unsuccessful, judging that the tail car jump test fails; and if the forward jump test and the backward jump test are successful, judging that the tail car jump test is successful.

In the jump test of the vehicle, after the jump test of the leading vehicle succeeds, the jump test of the trailing vehicle of the vehicle may be performed, specifically, the jump test of the trailing vehicle by the TCMS110 of the trailing vehicle according to the jump instruction sent by the VOBC120 of the trailing vehicle includes:

the TCMS110 of the tail car receives a whistle instruction sent by the VOBC120 of the tail car and outputs DO (data only) through a hard line to control the whistle of the tail car; the TCMS110 of the tail car receives the jump instruction sent by the VOBC120 of the tail car, and forwards the jump instruction to a traction system 1121TCU and a brake system 1123BCU through a network communication bus; the TCMS110 of the tail car also receives a target jump distance, a traction level and a brake level sent by the VOBC120 of the tail car; the TCMS110 of the tail car forwards the traction level to the TCU and forwards the braking level to the BCU; and the TCU and the BCU respectively control the running and the stopping of the vehicle according to the states of the traction and braking train lines, the traction level and the braking level.

The TCMS110 then calculates the actual travel distance of the vehicle; judging whether the actual running distance is within a preset error range of the target jump distance; if so, judging that the jump test of the tail car is successful; and if not, judging that the jump test of the tail car fails.

It should be noted that the tail vehicle jump test procedure provided in this embodiment is the same as the head vehicle jump test procedure of the vehicle, and details thereof are not described herein.

After the vehicle meets the dynamic test condition, the vehicle jump test can be carried out according to the steps of forward jump of the head vehicle, backward jump of the head vehicle, forward jump of the tail vehicle and backward jump of the tail vehicle, and the whole dynamic test fails due to the failure of any test.

Optionally, during the dynamic test of the vehicle, the TCMS110 calculates a target distance range according to the target jump distance sent by the VOBC120 and a preset error range, for example, if the target jump distance is 60cm to 80cm and the preset error range is ± ± provided, the calculated target distance range is 40cm to 100cm, the vehicle determines whether the target distance range is within the target distance range according to the actual jump distance calculated by the TCMS110, if the target distance range is provided, the test is successful, otherwise, the test is failed, and the VOBC120 feeds back the test result to the control center.

Optionally, during the jump test, VOBC120 system also performs the jump distance calculation, and if the actual jump distance is greater than the maximum value of the target distance range (e.g., 100cm), VOBC120 will apply the vehicle emergency braking command to emergency brake the vehicle.

Next, on the basis of the vehicle 100 shown in fig. 2, an automatic wake-up method is provided in the embodiment of the present application, and fig. 5 is a schematic flowchart of an automatic wake-up method provided in the second embodiment of the present application. As shown in fig. 5, the automatic wake-up method may include the steps of:

s301, VOBC sends a wake-up command to TCMS.

S302, the TCMS performs at least one of self-checking work, static test and dynamic test according to the awakening instruction to obtain a test result, and sends the test result to the VOBC.

And S303, the VOBC obtains a wake-up result according to the test result.

It should be understood that the aforementioned TCMS110 and VOBC120 can cooperatively implement the contents in S301 to S303.

Fig. 6 is a flowchart illustrating another automatic wake-up method according to a second embodiment of the present application. As shown in fig. 6, S302 may include the following sub-steps:

s302a1, the TCMS carries out self-check work according to the awakening instruction and feeds back the self-check work result to the VOBC.

S302a2, the VOBC sends a static test instruction to the TCMS when the self-test operation result is that the self-test is successful.

S302a3, the TCMS performs static test according to the static test instruction and feeds back the static test result to the VOBC.

S302a4, the VOBC sends the dynamic test instruction to the TCMS when the static test result is that the static test is successful.

S302a5, the TCMS performs dynamic test according to the dynamic test instruction and feeds back the dynamic test result to the VOBC.

S302a6, the VOBC obtains the wake-up success result when the dynamic test result is the dynamic test success.

S302a7, the VOBC obtains the wake-up failure result when the dynamic test result is the dynamic test failure.

It should be understood that the TCMS110 and VOBC120 described above may implement the contents of S302a 1-S302 a7 in concert.

Fig. 7 is a flowchart illustrating another automatic wake-up method according to the second embodiment of the present application. As shown in fig. 7, S302 may include the following sub-steps:

and S302b1, the TCMS performs self-test operation according to the awakening instruction, and feeds back a self-test operation result to the VOBC.

And S302b2, the VOBC obtains the awakening failure result under the condition that the self-test working result is the self-test failure.

It should be understood that the TCMS110 and VOBC120 described above may implement the contents of S302b 1-S302 b2 in concert.

Fig. 8 is a flowchart illustrating another automatic wake-up method according to the second embodiment of the present application. As shown in fig. 8, S302 may include the following sub-steps:

and S302c1, the TCMS performs self-checking work according to the awakening instruction and feeds back a self-checking work result to the VOBC.

And S302c2, the VOBC sends a static test instruction to the TCMS under the condition that the self-test operation result is that the self-test is successful.

S302c3, the TCMS performs static test according to the static test instruction and feeds back the static test result to the VOBC.

S302c4, the VOBC obtains the wakeup failure result when the static test result is the static test failure.

It should be understood that the TCMS110 and VOBC120 described above may implement the contents of S302c 1-S302 c4 in concert.

Fig. 9 is a schematic flowchart of another automatic wake-up method according to a second embodiment of the present application, where on the basis of the automatic wake-up method shown in fig. 5, the automatic wake-up method may further include the following steps:

and S304, the VOBC controls the action of the relay according to the power-on starting instruction sent by the OCC and obtains action state information fed back by the relay.

S305, if the operation state information is the closed state information, the VOBC sends a wakeup command to the TCMS.

Further, the automatic wake-up method further comprises the following steps:

s306, the VOBC sends a self-test preparation instruction to the TCMS.

And S307, the TCMS performs self-checking preparation work according to the self-checking preparation instruction, and feeds back self-checking preparation work completion information to the VOBC after the self-checking preparation work is completed and no fault exists.

And S308, the VOBC sends the awakening instruction to the TCMS according to the self-checking preparation work completion information.

Further, the automatic wake-up method further comprises the following steps:

s309, the VOBC feeds back the awakening result to the OCC.

It should be understood that the aforementioned TCMS110 and VOBC120 may implement the contents of S304-S309 cooperatively.

In summary, the present application provides an automatic wake-up method and a vehicle, where the vehicle includes a control management system TCMS and a vehicle-mounted controller VOBC that are communicatively connected to each other, and the VOBC is communicatively connected to a control center OCC; the method comprises the following steps: VOBC sends a wake-up instruction to TCMS; the TCMS performs at least one of self-checking work, static test and dynamic test according to the awakening instruction to obtain a test result, and sends the test result to the VOBC; and the VOBC obtains a wake-up result according to the test result and feeds the wake-up result back to the OCC. The TCMS and the VOBC are subjected to linkage control to realize automatic awakening of the vehicle, so that the intelligent control degree and the automatic diagnosis degree of the network are improved. In the automatic awakening process, manual intervention is not needed, the operation risk caused by manual misoperation or human factors can be reduced, and manpower and material resources can be saved.

EXAMPLE III

On the basis of the above embodiments, the present embodiment optimizes a train control method, and particularly optimizes a step of controlling a train to perform a grouping operation.

In the step 30, the first train and the second train formation operation are executed, specifically: controlling the current first train and the second train to respectively leave the warehouse according to an electronic running map sent by a data interaction center; and after the train leaves the warehouse, performing a marshalling operation according to the distance between the first train and the second train and the running speed.

A specific implementation manner is as follows: first, the current positions and the running speeds of the first train and the second train are obtained. Then, the train spacing between the first train and the second train is calculated according to the current position of the first train and the current position of the second train. When the train spacing is larger than 200m, performing marshalling operation according to the train spacing and the running speed obtained by calculation; and when the train spacing is smaller than 200m, acquiring the train spacing between the first train and the second train, which is acquired by an interval detection device arranged on the first train, and executing the grouping operation according to the train spacing and the running speed.

When a train needs to pass through a turnout, the following modes can be referred to:

after the grouping operation is executed, the method further comprises the following steps: if the first train and the second train are in different routes, controlling the current first train to pass through a turnout according to a single-train turnout passing mode; and sending a turnout control command to the second train so that the second train passes through the turnout according to the turnout control command.

And if the first train and the second train are on the same line, controlling the marshalling train to pass through the turnout according to a single-train turnout passing mode.

One implementation is as follows: the control train passes through the switch according to the bicycle mode of crossing the switch, specifically includes:

(1) and when the distance between the train and the front turnout is the turnout action distance, the train establishes communication with the turnout.

The train automatically runs on one line, and when the train runs to the action distance of the turnout of the aisle, the data interaction center sends the turnout information to the train. And (5) the train enters the processing process of the turnout of the aisle.

If the switch is not controlled by other vehicles, the switch control right is issued to the train.

(2) When receiving a turnout control right issued by a turnout, acquiring the current direction of the turnout; and when the current direction of the turnout is inconsistent with the running direction of the train, sending a switching instruction to the turnout to indicate the switching direction of the turnout.

When the current direction of the turnout is consistent with the running direction of the train, the turnout does not need to be switched.

(3) And when the feedback information of the turnout is received and is occupied by other trains, controlling the trains to run at a reduced speed until the speed is zero.

And reporting to the data interaction center to wait for the controlled command of the turnout.

(4) When the received feedback message of the turnout is that the turnout is in fault, acquiring the current direction of the turnout; if the current direction of the turnout is inconsistent with the running direction of the train, controlling the train to run at a reduced speed until the speed is zero; and if the current direction of the turnout is consistent with the running direction of the train, controlling the train to limit the speed to pass through the turnout.

And after the train passes through the turnout, the normal operation is recovered, the operation diagram is recalculated, and the obtained arrival time is sent to the ground control center.

Example four

In the embodiment, on the basis of the above embodiment, the train control method is optimized, and particularly, the operation of the marshalling train is further optimized.

In the step 40, the controlling of the operation of the marshalling train according to the operation electronic map sent by the data interaction center specifically includes: calculating a speed distance control curve according to preset departure time, arrival time, line gradient, train interval, front speed and an electronic running map; and then controlling the running of the marshalling train according to the speed and distance control curve.

A specific implementation manner is as follows: controlling the running of the marshalling train according to the speed and distance control curve, which comprises the following steps:

and controlling the current running speed V1 of the first train according to the speed distance control curve, wherein V1 is less than the running speed V2 of the second train.

(1) When the first train is operating at a constant speed at speed V1.

If the second train runs at a constant speed of V2 or runs at an accelerated speed of V2, controlling the second train to run at a decelerated speed; if the second train operates at the initial speed of V2, controlling the second train to decelerate to V1 and keeping V1 to operate at a constant speed; and then grouping and operating according to a preset train interval.

The front train (i.e. the first train) obtains the position of the rear train (i.e. the second train) by using the inter-vehicle communication, and the front-rear train interval is calculated according to the position of the front train.

TABLE 1 decomposition of front vehicle uniform velocity operation scene

	Rear vehicle state at marshalling time	Control of rear vehicle behavior by front vehicle after marshalling
			1	At uniform speed	Constant speed->Run at reduced speed
2	Acceleration	Acceleration->Run at reduced speed
			3	Speed reduction	Deceleration to V1->Run at uniform speed

(2) When the first train is accelerating at an initial speed of V1.

If the second train runs at a constant speed of V2, when the speed of the first train reaches V2, the second train runs in a marshalling mode according to a preset train running interval; and if the second train runs at an initial speed of V2, when the distance between the second train and the first train is a preset deceleration distance LB1, controlling the second train to decelerate, and carrying out marshalling operation according to a preset new train interval.

TABLE 2 decomposition of front-vehicle uniform acceleration running scene

(3) When the first train is operating at a reduced speed with an initial speed of V1.

If the second train runs at a constant speed of V2 or runs at an accelerated speed of V2, when the distance between the second train and the first train is a preset deceleration distance LB1, controlling the second train to decelerate, and carrying out marshalling operation at preset new train intervals; if the second train operates at the initial speed of V2, when the second train operation speed is the same as the first train operation speed, the second train operates at the preset new train interval.

TABLE 3 decomposition of front-vehicle uniform deceleration operation scene

The mode is a driving process that a rear vehicle overtakes a front vehicle and a marshalling train achieves a stable target interval. The method achieves the aim of interval control by controlling the train to be at a certain interval in the running process and adopting a corresponding running speed mode.

And adjusting the target interval according to different working conditions of the two vehicles by the grouping cooperative control. Acceleration a in the process of changing speed of train_upAnd maximum deceleration a_downIn operation, while the rate of change of acceleration (jerk) should not affect passenger comfort, these values are determined based on the operating characteristics of the train.

The distances mentioned in this embodiment are identified as follows:

s0-minimum target separation distance between two vehicles when two vehicles run smoothly. When the grouping is established, if the rear vehicle is in a constant speed or acceleration state, S0 is the minimum target spacing distance;

s1-target spacing distance between the front vehicle and the rear vehicle; when the marshalling is established, the rear vehicle is in a deceleration state, and S1 is the interval distance when the speeds of the two trains are the same;

st-set target parking interval distance between front and rear vehicles;

s-actual separation distance between the front vehicle and the rear vehicle;

LB 1-deceleration distance, after the front and rear vehicles run to reach the deceleration distance, the rear vehicle must run at a deceleration speed.

Further, at the first moment after the two trains are organized into groups, the traction and braking force information of the rear handle bar is sent to the front vehicle, and the force calculation at the next moment is carried out on the basis of the traction and braking force exerted by the front vehicle and the rear vehicle.

U is the tractive effort output and Ulast is the tractive effort calculated last time.

Calculating the speed-spacing distance curve of the rear vehicle under nine working conditions according to the previous vehicle, obtaining positioning information of the rear vehicle through train-to-train communication, and calculating the relative spacing distance between the two trains; after a front train stably receives a signal sent by a rear train by adopting an accurate positioning means, the front train preferentially uses the accurate positioning means and redundantly uses the train positioning to calculate the distance between two trains to obtain the distance between the two trains; the method comprises the steps that a first train collects speed information of the train in real time, and speed deviation is calculated according to a distance between trains; according to the speed deviation, considering the speed limit, the acceleration limit and the acceleration limit value of the train, and calculating the traction/braking force F to be applied; the front vehicle sends traction/braking force to be applied to the rear vehicle wireless marshalling control unit through the wireless marshalling control unit, and the rear vehicle wireless marshalling control unit forwards the traction/braking force to the communication controller CCU; the rear CCU issues a request value to the traction system or the brake system of the train to apply traction to accelerate the train to a control speed or to apply braking force to decelerate the train to a prescribed value.

And the front vehicle calculates a speed-interval distance curve at intervals of a period of time (5s) and corrects the running deviation.

Further, grouping operation is carried out according to a preset new train interval, and the method specifically comprises the following steps:

(1) if the first train runs at an initial speed of V1, reaches a speed of V2 and runs at a constant speed of V2.

And controlling the second train to gradually apply traction according to the actual distance between the first train and the second train until the two trains are grouped and operated at a preset interval corresponding to the speed V2.

Specifically, the distance between the two trains is S0, the front train applies traction first, and the front train gradually applies traction to the rear train according to the distance control. The front-rear vehicle interval gradually increases to the interval under the V2 running.

(2) If the first train is running at constant speed V1.

And simultaneously applying traction to the current first train and the second train according to the load of each train until the two trains are grouped and operated at a preset interval corresponding to the speed V1.

When the vehicle interval is changed from S0 to S0+ d, the rear vehicle decelerates firstly, then accelerates, and finally runs stably at the speed V1 with the front vehicle.

When the vehicle interval is changed from S0 to S0-d, the rear vehicle accelerates first, then decelerates, and finally runs at a speed V1 with the front vehicle stably.

(3) If the first train runs at a deceleration speed of V1 as an initial speed, reaches a speed of V3 and runs at a constant speed of V3.

When the distance between the two trains is the minimum target spacing distance S0 during smooth running, controlling the first train and the second train to idle; when the first train speed reaches the maximum speed allowable error, applying brake to the first train; controlling the second train to gradually apply the brake according to the distance between the two trains; the two rows of the workshop intervals are gradually reduced.

And when the distance between the two trains is the target distance between the two trains S1, controlling the first train to apply brake, controlling the second train to keep the V1 running for a preset time, and when the distance between the two trains reaches the preset deceleration distance LB1, controlling the second train to decelerate, so that the two trains gradually reach the target distance.

In the scheme, when the train changes among the three working conditions, the front train calculates the working condition change, calculates the speed-interval distance curve of the rear train, calculates the traction force or the braking force required to be applied, and sends the traction force or the braking force to the rear train.

Further, the operations that two cars need to be un-programmed after passing a switch are:

when the destinations of the two vehicles are different, the two vehicles are debugged before the turnouts on different lines. The two working conditions are that the turnout operates to different directions. The control process is as follows:

the front vehicle establishes communication with the turnout at the turnout action distance L2, the turnout is controlled, and the front vehicle controls the turnout to act; the turnout is fed back at the feedback distance L3 in the turnout state at the latest, and after the turnout state is normal, the turnout is disassembled and compiled, and a front vehicle passes through the turnout; and (4) the turnout state feedback fault is realized, the front vehicle decelerates at the turnout deceleration, and the marshalling is not disassembled.

The rear vehicle begins operating at switch deceleration at switch actuation distance L2.

After the editing is carried out, the rear vehicle tries to communicate with the turnout, and after the control right is obtained, the turnout is controlled to move in different directions; and calculating an operation curve according to the electronic map after crossing the turnout.

The L2 is the maximum distance traveled by the train during the switch action time + the maximum distance traveled by the train during the switch deceleration time. L3 is the maximum distance the train travels during the switch deceleration time.

The front vehicle passes through the turnout according to the single-vehicle aisle turnout mode, and the rear vehicle is debugged after the operation interval is gradually increased according to the command of the front vehicle. And after the vehicle is de-programmed, the rear vehicle determines an automatic operation control mode according to the current condition (the rear vehicle decelerates according to the deceleration of the turnout until stopping without obtaining turnout control in front of the turnout).

Further, the process of controlling the stop of the consist train is as follows:

during the parking, the front and rear vehicle speeds are gradually reduced from V1 to 0, and reduced from the operating interval S to the parking interval St.

The current train stopping technology can reliably control the stopping distance difference to be 0.3 m.

And when S > is St, the front vehicle decelerates and stops according to a single vehicle running curve, the rear vehicle reduces the distance from the front vehicle according to the interval control, after the interval reaches St, the front vehicle controls the rear vehicle to keep the interval distance to run for St, and the running interval is not further reduced according to the minimum interval.

When S is less than St, controlling the rear vehicle to decelerate at the constant-speed running stage of the front vehicle, and adjusting the interval between the front vehicle and the rear vehicle to change from S to St; the front vehicle decelerates and stops according to the single vehicle running curve, the front vehicle controls the rear vehicle to keep the spacing distance St, and the driving interval is not further reduced according to the minimum interval.

During the parking process, the speed of the front vehicle and the rear vehicle of the two wireless groups is gradually reduced to 0 from V1, and is reduced to the parking interval St from the interval S during the operation.

The front vehicle decelerates according to the running curve of the single vehicle and stops at the deceleration of the common brake; the deceleration of the rear vehicle is smaller than that of the front vehicle according to the interval control curve, and the interval between the rear vehicle and the front vehicle is gradually reduced.

The parking process of the front vehicle: the train is driven into the station at a certain speed, the speed is the initial speed before braking (generally, the speed is reduced to 9-11.5m/s), the train starts braking after the station is started, the distance from the train starting braking to the train complete stopping is called a braking distance, the train is positioned according to a certain distribution (beacon arrangement) in the distance, the ground position information of the position is obtained when the train passes through the beacon, the most suitable theoretical braking rate at the current position is obtained through the algorithm operation of the speed-distance operation module, and the theoretical braking rate is used as the actual braking rate to control the train to decelerate and brake. When the train reaches the next positioning position, the same process as above is performed until the train speed is zero, i.e., the train is stopped stably at the stopping point.

The parking process of the rear vehicle: the rear vehicle runs to a parking interval St from a running interval S, and when the front vehicle is braked to enter the station, the interval between the front vehicle and the rear vehicle is detected in real time; and the front vehicle calculates the traction and braking force applied by the rear vehicle according to the speed-interval curve.

One implementation is as follows: the first train acquires a train information list sent by a data interaction center; monitoring the distance between the train and a second train in real time; establishing a flexible marshalling with the second train according to the train information list and the distance between the train information list and the second train; and carrying out interval control on the flexible grouping.

Each train in the traffic network sends operation information to the ground control center in real time, the ground control center sends the operation information to the data interaction center after receiving the operation information sent by each train, and the data interaction center determines a train information list according to the operation information and sends the train information list to each train. For example, the data interaction center obtains location information. And identifying the trains running on the same track in the same direction from the position information and the operation information. And determining a train information list according to the identified train. And sending the train information list to the train.

The distance to the second train is monitored in real time by a flexible consist control unit in the first train. When the monitored distance between the flexible grouping control unit and the second train is smaller than the minimum distance (namely, the minimum target spacing distance S0 when the distance between the two trains is in smooth running), the real-time monitoring of the flexible grouping control unit is changed into the real-time monitoring of the distance between the flexible grouping control unit and the second train through the spacing control unit. The minimum distance is a preset value, such as 200 meters.

And analyzing the train information list to obtain the number of the trains.

And if the number of the trains is more than 1 and the distance between the trains and the second train meets the critical communication distance, communicating with the second train. The critical communication distance is the distance between two trains without collision accidents under any condition, and the distance between the two trains is calculated to be the farthest distance under the condition that the front train is in a static state, which is the product of the maximum service braking distance and a preset value.

Taking the preset value as 1.5 as an example, the critical communication distance is the maximum service braking distance 1.5.

And receiving a second topological frame sent by a second train based on the communication. The topology frame includes an initial operation flag, an IP address list, an initial operation completion flag, and the like. The initial operation mark is used for describing whether the train is forbidden to form a train or not. The initial operation completion mark is used for describing whether the train completes initial operation.

Further, in addition to receiving the second topology frame transmitted by the second train based on the communication, the second topology frame transmitted by the second train is also received at the same time. Flexible groupings are then established according to the second topology frame.

And if the initial operation flag of the second topology frame is forbidden (such as the second train refuses to form the group), determining that the group condition is not met. Alternatively, if the initial operation flag of the first topology frame of the first train is disabled (e.g., the first train rejects the consist), it is determined that the consist condition is not satisfied. Or if the initial operation flag of the first topological frame is not forbidden and the initial operation flag of the second topological frame is not forbidden, but the first train and the second train meet the forbidden formation condition, determining that the formation condition is not met.

The first train and the second train meet the forbidden marshalling condition as follows: the lead curve in the first and second trains decelerates. Or the front train in the first train and the second train enters the speed-limiting section. Alternatively, the first train and the second train cannot run the consist simultaneously for a prescribed time. For example, the time specified for the grouping is 10 minutes. That is, a premise for establishing a flexible consist for two trains is that the vehicles can be operated in the consist for 10 minutes.

If the first train refuses to form a group or the second train refuses to form a group or the two trains do not have the group condition, the front trains in the first train and the second train keep automatic operation, and the rear trains in the first train and the second train determine the operation curve of flexible group according to the operation information of the front trains.

Further, during the process of transmitting the first topology frame and receiving the second topology frame, the first train also receives a third topology frame transmitted by a third train. And if the third topological frame does not comprise the first IP address of the first train, updating the first IP address list of the first train according to the position relation between the third train and the first train, and then forming a new first topological frame according to the updated first IP address list.

Updating a first IP address list of the first train according to the position relationship between the third train and the first train, which specifically comprises the following steps:

and if the third train is positioned in front of the first train (namely the third train is the front train of the first train), acquiring a second IP address list in the second topological frame, and forming an updated first IP address list after the second IP address list is put into the first IP address in the first IP address list.

And if the third train is behind the first train (namely the third train is a rear train of the first train), acquiring a second IP address list in the second topological frame, and putting the second IP address list in the first IP address list before the first IP address to form an updated first IP address list.

That is, the first train and the second train simultaneously calculate new topological frames during the process of sending topological frames to each other, and if the topological frame received by the front train (such as the third train) does not contain the IP address of the self-vehicle (i.e. the first train), the topological frame IP address list of the rear train (i.e. the second train) is listed

Placing the IP address of the train (i.e. the first train) and forming a new IP address list to form a topological frame if a rear train (e.g. a third train) receives the topological frame

The topology frame of (i) does not contain the IP address of the own vehicle (i.e. the first train), and the IP address list of the front vehicle (i.e. the second train) is put on the topology frame of (i.e. the first train)

One train) forms a new IP address list in front of the IP addresses to form a topological frame, if the topological frame received by the train is consistent with the topological frame of the train, the initial operation is judged to be successful, a new topological frame is sent after an initial operation completion mark is set, and when the initial operation completion marks of the topological frames received and sent by all the trains are consistent, the flexible marshalling establishment is determined to be completed, then a marshalling completion mark is set, and the reference direction of the train is set.

In addition, after the flexible grouping is established according to the second topological frame, the front vehicle can acquire the control right of the rear vehicle. For example, if the first train is located in front of the second train (i.e., the first train is a lead train), a control right acquisition request is sent to the second train, and the control right acquisition request is used for indicating the second train to feed back a control right transfer response. And after receiving a control right transfer response fed back by the second train, sending a control instruction to the second train, wherein the control instruction is used for indicating the second train to stop automatic driving. And if the first train is behind the second train (namely the first train is a rear train), receiving a request for acquiring the control right sent by the second train. And feeding back a control right transfer response to the second train, receiving a control instruction sent by the second train, and stopping automatic driving according to the control instruction.

For example: if the first train is the front train, when the first train judges that the marshalling completion flag is 1, sending a control command to a rear train (namely, a second train) to request to acquire the control right, and when the rear train (namely, the second train) judges that the marshalling completion flag is 1 and receives the control command of the front train (namely, the first train), sending a control right transfer response to the front train (namely, the first train); the front train (namely the first train) sends a specific control command to the rear train (namely the second train) after receiving the response frame of the rear train (namely the second train), and the rear train (namely the second train) executes the control command of the front train (namely the first train) after receiving the control command and does not automatically drive any more.

For another example, if the first train is the rear train, after receiving the requirement of the front train (i.e. the second train) to acquire the control right, the broken-grouping completion flag is 1, and then the control right transfer response is sent to the front train (i.e. the second train); the front train (namely the second train) receives the response frame of the rear train (namely the first train) and then sends a specific control command to the rear train (namely the first train), and the rear train (namely the first train) executes the control command of the front train (namely the second train) after receiving the control command and does not automatically drive any more.

It should be noted that, if the distance between trains (such as the first train and the second train, the first train and the third train, etc.) is more than 200 meters, LTE-R or 5G can be used for communication, and if the distance is less than 200 meters, WIFI or radar can be used for communication.

When the marshalling train is controlled, the interval control of the front train on the flexible marshalling is embodied in that: the front vehicle determines traction/braking force at each moment according to the traction/braking force information of the rear vehicle and transmits the determined traction/braking force to the rear vehicle. The interval control of the flexible marshalling by the rear vehicle is embodied in that: the traction/braking force information of the vehicle itself is transmitted to the preceding vehicle, and the traction/braking force determined by the preceding vehicle is executed.

In the first case, the first train is located in front of the second train, and at the moment, the first train is a front train and the second train is a rear train. The first train needs to determine the traction/braking force at each moment according to the traction/braking force information of the following train and transmit the determined traction/braking force to the following train. The second train needs to transmit its own traction/braking force information to the first train and perform the traction/braking force determined by the first train.

Specifically, the first train may determine a current operation stage of the flexible grouping, and perform interval control on the flexible grouping according to the current operation stage. And if the current operation stage is not in the parking stage, calculating the traction/braking force at the next moment, and performing interval control according to the traction/braking force at the next moment. And if the current operation stage is a parking stage, when the distance between the current operation stage and the second train is not less than the parking interval, decelerating and parking based on the single train operation curve, calculating the traction/braking force at the next moment, and performing interval control according to the traction/braking force at the next moment.

And when the distance between the train and the second train is smaller than the parking interval, calculating the braking distance according to the current speed after the braking condition is determined to be met. And when the ground position information is acquired, calculating the current braking rate based on the braking distance and the acquired ground position information, carrying out deceleration braking according to the current braking force, calculating the traction/braking force at the next moment, and carrying out interval control according to the traction/braking force at the next moment.

No matter what the current operation stage is, as long as the traction/braking force at the next moment is calculated, the calculation method is as follows: and acquiring the traction/braking force information of the second train, and calculating the traction/braking force at the next moment according to the traction/braking force information.

Wherein, according to the traction/braking force information, the process of calculating the traction/braking force at the next moment is as follows:

and a.1, calculating the speed deviation according to a pre-obtained speed-interval distance curve, the distance between the second train and the current speed.

and a.2, determining the minimum distance of the interval control.

Specifically, the spacing control minimum distance is calculated by the following formula:

S_min＝T_sum*V_back+ΔS+d。

wherein the content of the first and second substances,

S_minthe minimum distance is controlled for the separation.

T_sumFor time delay, T_sum＝t_c+t_p+t_bAnd tc is the communication interruption time t_pFor algorithm execution time, t_bIs the brake command issue to brake application time.

V_backIs the second train operating speed.

And delta S is the difference between the emergency braking distances of the first train and the second train.

d is a safety margin, e.g., d is 2 meters.

and a.3, calculating the traction/braking force at the next moment according to the speed deviation, the train speed limit, the limited acceleration value and the traction/braking force information on the premise of meeting the minimum distance of interval control.

In addition, no matter what the current operation stage is, as long as the interval control is carried out according to the traction/braking force at the next moment, the control process is as follows:

the tractive effort/braking effort at the next moment is sent to the flexible consist control unit of the second train by the flexible consist control unit. So that the second train forwards the traction/braking force at the next moment to a CCU (Central Control Unit) of the second train through the flexible consist Control Unit, and applies the traction/braking force at the next moment through the CCU of the second train so as to Control the speed of the second train.

In the second case: the first train is located behind the second train, and at the moment, the second train is a front train and the first train is a rear train. The second train needs to determine the traction/braking force at each moment according to the traction/braking force information of the rear train and send the determined traction/braking force to the rear train. The first train needs to send its own tractive effort/braking effort information to the second train and perform the tractive effort/braking effort determined by the second train.

Specifically, the first train sends traction/braking force information to the second train, so that the second train calculates the traction/braking force at the next moment according to the traction/braking force information, and performs interval control according to the traction/braking force at the next moment.

In addition, the next time tractive effort/braking effort sent by the second train is also received by the flexible consist control unit. The tractive effort/braking effort at the next moment is forwarded to the CCU of the second train by the flexible consist control unit. The next moment traction/braking force is applied by the CCU to control the speed of the first train.

The process of interval control of flexible marshalling can realize that the trains in the marshalling are integrally controlled by the marshalling operation of the head train on the basis of wireless marshalling and automatic operation among a plurality of trains. The method mainly comprises the steps of calculating an interval control curve after the train is marshalled, and controlling the train to keep a running interval in the flexible marshalling advancing process.

For example, the front train controls the advancing speed of the train in the marshalling according to real-time state signals of the position, the real-time speed, the braking distance, the working condition of a braking system and the like of the train and the braking distance of the train, so that the running distance of the flexibly marshalled train is kept, the train can be safely braked under special working conditions, and rear-end collision is avoided.

The operating conditions of the marshalling operation are shown in the following table:

through the process, the flexible marshalling of the first train and the second train is realized, and the flexible marshalling operation is controlled after the marshalling.

EXAMPLE five

The embodiment is based on the above embodiment, and optimizes the train formation control method, and particularly provides an implementation manner of train decompiling:

in the running process of the train, after the fact that the editing-disassembling condition is met is determined, the target train is determined, and then the target train and the target train are subjected to editing-disassembling.

Wherein the de-coding conditions are as follows: each train operating line on which the virtual consist has been completed is not unique (e.g., the consist train will operate on a different line shortly thereafter), or communication with an adjacent train is interrupted, or a decompiling instruction is received.

For the edit condition that is not unique to each train operation line on which the virtual composition has been completed, only the head train may satisfy it, that is, only the head train may determine that the edit condition that is not unique to each train operation line on which the virtual composition has been completed is satisfied.

For the codec condition for receiving the codec command, only the non-head vehicle may satisfy it, that is, only the non-head vehicle may determine that the codec condition for receiving the codec command is satisfied.

For the solution condition of the communication interruption with the adjacent vehicle, the solution condition can be satisfied by the head vehicle or the non-head vehicle, that is, the head vehicle may determine that the solution condition of the communication interruption with the adjacent vehicle is satisfied, and the non-head vehicle may determine that the solution condition of the communication interruption with the adjacent vehicle is satisfied.

In addition, the scheme of determining the target train varies from one solution condition to another.

For example:

when the satisfied solution conditions are that each train operation line of the virtual marshalling is not unique, the scheme for determining the target train is as follows: and determining the trains with different running routes as target trains.

When the satisfied de-compiling condition is that a de-compiling instruction is received, the scheme for determining the target train is as follows: and determining the previous adjacent train as the target train.

When the satisfied decommissioning condition is that the communication with the adjacent train is interrupted, the scheme for determining the target train is as follows: and determining the adjacent train which sends the message as the target train.

The determination scheme of the communication interruption with the adjacent vehicle is as follows: and if packet loss occurs in the messages continuously received in the m communication periods, determining that the communication with the adjacent vehicle is interrupted, namely determining that the de-coding condition is met. The message is sent by the same adjacent vehicle. m is a preset positive integer. For example, m is 10, that is, packets are lost in the reports of 10 consecutive communication cycles. The packet loss condition may be that the packet cannot be received, or that the topology frame in the received packet is inconsistent with the local topology frame. That is to say, the message cannot be received in m consecutive communication cycles, or the topology frame in the received message is inconsistent with the local topology frame. The message can not be received in all communication periods, the topological frames in the message received in all communication periods are inconsistent with the local topological frames, the message can not be received in part of the communication periods, and the topological frames in the message received in part of the communication periods are inconsistent with the local topological frames. Wherein, the message which can not be received is a topology frame message or an information frame message.

The satisfied decompilation condition is that each train operation line of the virtual marshalling is finished not only,

1.1 monitoring the distance to the target train.

In specific implementation, the current running speed can be adjusted first. At this time, the implementation scheme of monitoring the distance between the train and the target train is as follows: and monitoring the distance between the target vehicle and an adjacent vehicle in front of the target vehicle according to the current running speed.

1.2 when the distance between the train and the target train reaches the critical communication distance, performing de-compilation with the target train.

In addition, the critical communication distance is the distance between two trains without collision accidents under any condition, the front train is in a static state, and the distance between the two trains calculated under the condition is the farthest, which is the product of the maximum service braking distance and the preset value. Taking the preset value as 1.5 as an example, the critical communication distance is the maximum service braking distance 1.5.

In addition, when performing the de-compilation with the target train:

1) and sending the de-coding command to the target vehicle. Wherein the decompiling command is used for indicating the target vehicle feedback response frame.

2) And after receiving the response frame fed back by the target vehicle, setting an initial operation mark in the topology frame as forbidden.

3) And sending the set topology frame to the target vehicle. The set topological frame is used for indicating the target vehicle to start an automatic driving mode, and the decoding is completed.

When the satisfied de-coding condition is that a de-coding command is received,

and 2.1, feeding back a response frame to the sending end of the de-coding instruction.

The response frame is used for indicating the decoding instruction sending end to set an initial operation mark in the topological frame as forbidden and sending the set topological frame.

2.2 when the initial operation mark in the received topological frame is forbidden, starting an automatic driving mode to finish the de-coding.

When the satisfied condition is that the communication with the adjacent vehicle is interrupted,

3.1 triggering emergency braking.

3.2 set topology frame.

Specifically, if the message cannot be received currently, the topology frame is initialized. And if the topology frame in the currently received message is inconsistent with the local topology frame, setting an initial operation completion flag of the topology frame to be in an incomplete state.

3.3 starting the automatic driving mode.

In the flexible marshalling method provided by this embodiment, when the train (which may be only the head train) determines that the marshalling train will run on a different route after a while, the head train controls the operation of the rear train according to the current running speed and the running distance difference between the two trains after the marshalling so that the distance between the two trains is gradually increased, when the distance between the two trains reaches the critical communication distance, the train (which may be only the head train) issues the marshalling command to the rear train, the rear train returns a response frame after receiving the marshalling command, the train (which may be only the head train) sets the initial running state in the topology frame to be prohibited from running initially after receiving the response frame, and the rear train starts the automatic driving mode to complete the marshalling after receiving the topology frame prohibited from initially running.

When the distance between the two vehicles exceeds the critical communication distance, the two vehicles respectively recover the automatic driving mode, the topology frame initialization and the control right initialization.

When the number of topology frame or information frame communication continuous lost packets between two vehicles exceeds 10 due to other reasons, the communication is considered to be interrupted, under the condition of communication interruption, the train which cannot receive the message initializes the topology frame of the vehicle and changes the topology frame into an automatic driving mode, and the train which can receive the message sets an initial operation completion mark as an incomplete state and changes the initial operation completion mark into the automatic driving mode when judging that the received topology frame is inconsistent with the local topology frame.

When the marshalling train needs to be decompiled, before the accurate positioning means detects that the positioning distance reaches the threshold value, the front train preferentially uses the accurate positioning means and redundantly uses the train to position and calculate the spacing distance between the two trains to obtain the spacing distance between the two trains, the front train controls the train spacing to gradually increase, after the accurate positioning means detects that the positioning distance reaches the threshold value, the train uses the train to position and calculate the spacing distance between the two trains, and the two trains are continuously controlled to be decompiled after the spacing between the trains reaches the marshalling communication critical distance; after the decoding, the back vehicle resumes the autonomous operation after the control command sent by the front vehicle is executed.

The present embodiment further provides a train control system, including: a communicatively connected on-board controller VOBC and a control management system TCMS, the VOBC being adapted to perform the method as provided by any of the above.

The embodiment also provides a train, which comprises the train control system.

The present embodiment also provides a transportation system, including: at least two trains and a data interaction center; the at least two trains are in communication connection, and each train is in communication connection with the data interaction center; at least one train is the train.

The train control system, the train and the traffic system provided by the embodiment have the same technical effects as the method.

Claims

1. A train control method, comprising:

2. The method of claim 1, wherein obtaining the wake-up status of the second train from the identification of the pre-consist second train comprises:

establishing communication with a second train;

when the communication is successfully established, sending a wake-up state feedback request message to the second train;

and when receiving the awakening state sent by the second train, identifying the awakening state as an awakening failure state or an awakened state.

3. The method of claim 2, wherein initiating a first train wake-up operation comprises:

a vehicle-mounted controller VOBC arranged on a train sends a wake-up instruction to a control management system TCMS arranged on the train;

the TCMS carries out at least one of self-checking work, static test and dynamic test according to the awakening instruction to obtain a test result, and sends the test result to the VOBC;

and the VOBC obtains a wake-up result according to the test result.

4. The method of claim 3, wherein the test results comprise self-test results, static test results, and dynamic test results, and the wake-up results comprise wake-up success results or wake-up failure results;

the TCMS carries out self-checking work, static test and dynamic test according to the awakening instruction, and the step of obtaining the test result comprises the following steps:

the TCMS carries out self-checking work according to the awakening instruction and feeds back a self-checking work result to the VOBC; the self-checking work comprises at least one of traction system self-checking, auxiliary system self-checking, brake system self-checking, vehicle door system self-checking, air conditioning system self-checking, smoke and fire alarm system self-checking, passenger information system self-checking, storage battery management system self-checking, bow net monitoring system self-checking, lighting system self-checking, obstacle detection system self-checking and walking part online detection system self-checking;

the VOBC sends a static test instruction to the TCMS under the condition that the self-checking work result is that the self-checking is successful;

the TCMS carries out static test according to the static test instruction and feeds back the static test result to the VOBC; wherein the static test comprises at least one of an air compressor test, a brake traction test, a broadcast test, a vehicle door test, an illumination test and a peristalsis test;

the VOBC sends a dynamic test instruction to the TCMS under the condition that the static test result is that the static test is successful;

the TCMS carries out dynamic test according to the dynamic test instruction and feeds back the dynamic test result to the VOBC; wherein the dynamic test comprises a jump test;

the VOBC obtains the awakening success result under the condition that the dynamic test result is the dynamic test success;

and the VOBC obtains the awakening failure result under the condition that the dynamic test result is the dynamic test failure.

5. The method of claim 3, wherein the test result comprises a self-test operation result, and the wake-up result comprises a wake-up failure result;

the TCMS carries out self-checking work according to the awakening instruction, and the step of obtaining the test result comprises the following steps:

and the VOBC obtains the awakening failure result when the self-checking working result is the self-checking failure.

6. The method of claim 3, wherein the test results comprise self-test results and static test results, and the wake-up results comprise wake-up failure results;

the TCMS carries out self-checking work and static test according to the awakening instruction, and the step of obtaining the test result comprises the following steps:

and the VOBC obtains the awakening failure result under the condition that the static test result is the static test failure.

7. The method according to claim 4 or 6, wherein the step of sending a static test instruction to the TCMS by the VOBC when the self-test operation result is a successful self-test comprises:

the VOBC judges whether the vehicle meets a static test condition or not under the condition that the self-checking working result is that the self-checking is successful;

if the static test condition is met, the VOBC applies for the static test authorization of the vehicle to an operation control center OCC;

after obtaining the authorization, the VOBC sends static test instructions to the TCMS.

8. The method of claim 7, wherein the step of the VOBC sending static test instructions to the TCMS after obtaining authorization comprises:

after obtaining the authorization, the VOBC sends a static test valid signal to the TCMS and initiates a cab selection command to a cab;

judging whether cab feedback activation information responding to the cab selection command is received or not;

if the VOBC does not receive the activation information, the VOBC sends information of automatic awakening failure;

and if the VOBC receives the activation information, the VOBC sends a static test instruction to the TCMS of the cab which is activated by the vehicle.

9. The method of claim 1, wherein performing a first train and a second train marshalling operation comprises:

controlling the current first train and the second train to respectively leave the warehouse according to an electronic running map sent by a data interaction center;

and after the train leaves the warehouse, performing a marshalling operation according to the distance between the first train and the second train and the running speed.

10. The method of claim 9, wherein performing a grouping operation based on a current separation distance and operating speed between the first train and the second train comprises:

acquiring the current positions and the running speeds of a first train and a second train;

calculating the train distance between the first train and the second train according to the current position of the first train and the current position of the second train;

when the train spacing is larger than 200m, performing marshalling operation according to the train spacing and the running speed obtained by calculation;

and when the train spacing is smaller than 200m, acquiring the train spacing between the first train and the second train, which is acquired by an interval detection device arranged on the first train, and executing the grouping operation according to the train spacing and the running speed.

11. The method according to claim 1 or 10, wherein the operation of the marshalling train is controlled according to an electronic map of operation sent by a data interaction center, comprising the following steps:

calculating a speed distance control curve according to preset departure time, arrival time, line gradient, train interval, front speed and an electronic running map;

and controlling the running of the marshalling train according to the speed and distance control curve.

12. The method of claim 10, after performing the grouping operation, further comprising:

if the first train and the second train are in different routes, controlling the current first train to pass through a turnout according to a single-train turnout passing mode;

and sending a turnout control command to the second train so that the second train passes through the turnout according to the turnout control command.

13. The method of claim 10, after performing the grouping operation, further comprising:

14. The method of claim 12 or 13, wherein controlling the train to pass through the switch in a single-train-pass-switch mode comprises:

when the distance between the train and the front turnout is the turnout action distance, communication is established with the turnout;

when receiving a turnout control right issued by a turnout, acquiring the current direction of the turnout; when the current direction of the turnout is inconsistent with the running direction of the train, sending a switching instruction to the turnout to indicate the switching direction of the turnout;

when the feedback information of the turnout is received and is occupied by other trains, controlling the trains to run at a reduced speed until the speed is zero;

when the received feedback message of the turnout is that the turnout is in fault, acquiring the current direction of the turnout; if the current direction of the turnout is inconsistent with the running direction of the train, controlling the train to run at a reduced speed until the speed is zero; and if the current direction of the turnout is consistent with the running direction of the train, controlling the train to limit the speed to pass through the turnout.

15. The method of claim 11, wherein controlling consist train travel according to the speed distance control profile comprises:

controlling the running speed V1 of the current first train according to the speed distance control curve, wherein V1 is less than the running speed V2 of the second train;

when the first train operates at a constant speed of V1, if the second train operates at a constant speed of V2 or operates at an initial speed of V2 in an accelerating manner, controlling the second train to operate at a reduced speed; if the second train operates at the initial speed of V2, controlling the second train to decelerate to V1 and keeping V1 to operate at a constant speed; then grouping and operating according to a preset driving interval;

when the first train runs at an initial speed of V1 in an accelerating mode, if the second train runs at a constant speed of V2, when the speed of the first train reaches V2, the first train runs in a grouping mode according to a preset running interval; if the second train runs at an initial speed of V2, when the distance between the second train and the first train is a preset deceleration distance LB1, controlling the second train to decelerate, and carrying out marshalling operation according to a preset new train interval;

when the first train operates at a deceleration speed with an initial speed of V1, if the second train operates at a constant speed of V2 or operates at an acceleration speed with V2 as an initial speed, when the distance between the second train and the first train is a preset deceleration distance LB1, the second train is controlled to decelerate, and the second train operates in a marshalling mode at a preset new train interval; if the second train operates at the initial speed of V2, when the second train operation speed is the same as the first train operation speed, the second train operates at the preset new train interval.

16. The method of claim 15, wherein operating in a preset new inter-car consist operation comprises:

if the first train runs at an initial speed of V1 and reaches a speed of V2 and runs at a constant speed of V2, controlling the second train to gradually apply traction according to the actual distance between the first train and the second train until the two trains run in a marshalling mode at a preset interval corresponding to the speed of V2;

if the first train runs at a constant speed of V1, simultaneously applying traction to the current first train and the second train according to the load of each train until the two trains run in a marshalling mode at a preset interval corresponding to the speed of V1;

if the first train operates at a reduced speed with V1 as an initial speed, reaches a speed V3 and operates at a constant speed with V3, when the distance between the two trains is the minimum target spacing distance S0 during stable operation, controlling the first train and the second train to coast; when the first train speed reaches the maximum speed allowable error, applying brake to the first train; controlling the second train to apply the brake according to the distance between the two trains; and when the distance between the two trains is the target separation distance S1 between the two trains, controlling the first train to apply the brake, controlling the second train to keep the V1 running for a preset time, and controlling the second train to decelerate when the distance between the two trains reaches the preset deceleration distance LB 1.

17. The method of claim 1, further comprising:

when the condition of the decompiling is met, the second train is decompiled; the de-coding conditions are as follows: the running lines of the first train and the second train are not unique; or, communication with the second train is interrupted; or receiving a de-coding instruction issued by the data interaction center.

18. The method of claim 17, wherein de-compiling with a second train comprises:

sending a codec command to the second train; the de-coding command is used for indicating a second train feedback response frame;

after a response frame fed back by the second train is received, setting an initial operation mark in the topological frame as forbidden;

sending the set topological frame to a second train; and the set topology frame is used for indicating the second train to start an automatic driving mode to finish the decoding.

19. A train control system, comprising: the vehicle-mounted controller VOBC and the control management system TCMS are in communication connection;

said VOBC is adapted to perform the method of any of claims 1-18.

20. A train comprising the train control system of claim 19.

21. A transportation system, comprising: at least two trains and a data interaction center; the at least two trains are in communication connection, and each train is in communication connection with the data interaction center; at least one train is the train of claim 20.