CN116061979B - Virtual control method and device for cab-free power vehicle - Google Patents
Virtual control method and device for cab-free power vehicle Download PDFInfo
- Publication number
- CN116061979B CN116061979B CN202310068047.0A CN202310068047A CN116061979B CN 116061979 B CN116061979 B CN 116061979B CN 202310068047 A CN202310068047 A CN 202310068047A CN 116061979 B CN116061979 B CN 116061979B
- Authority
- CN
- China
- Prior art keywords
- virtual
- cab
- power vehicle
- state
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
- Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]
Abstract
The invention discloses a virtual control method and a device for a cab-free power vehicle, wherein the cab-free power vehicle is provided with a virtual operation interface, and a virtual electric key and a plurality of virtual operation keys are arranged on the virtual operation interface, and the method comprises the following steps: based on the cab-less power vehicle being in a non-consist state, causing the virtual electric key to be in an operable state; based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state; and sending a virtual instruction based on the operation of the plurality of virtual operation keys by a user, so that the cab-free power vehicle executes corresponding actions. The invention can improve various maneuvering performances of the power vehicle without the cab, and solves the problem that a single power vehicle cannot be independently tested and controlled in running in a non-marshalling state; in the assembled state, cooperative control is realized.
Description
Technical Field
The invention relates to the technical field of locomotive control, in particular to a virtual control method and device for a cab-free power vehicle.
Background
A motor train unit typically includes a cab-powered vehicle disposed at both ends and a cab-less powered vehicle and/or trailer disposed in the middle, and control and implementation of various functions (e.g., power mode switching, train direction of travel) of the entire motor train unit are performed by the cabs of either cab-powered vehicle. The middle section power vehicle is not provided with a cab, which causes a certain limit to the control function of the train. For example, when the cab-less power vehicle is in a non-consist state, the cab-less power vehicle cannot control the power vehicle of the present section, which results in that the single-section power vehicle cannot be independently tested and operated for control.
Based on this, there is still room for further improvement in the prior art.
Disclosure of Invention
The invention mainly aims to provide a virtual control method and device for a cab-free power vehicle, which are used for solving the problem that the control capability of the cab-free power vehicle is limited.
According to an aspect of the present invention, there is provided a virtual control method of a cab-less power vehicle configured with a virtual operation interface provided with a virtual electric key and a plurality of virtual operation keys, the method comprising:
based on the cab-less power vehicle being in a non-consist state, causing the virtual electric key to be in an operable state;
based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
and sending a virtual instruction based on the operation of the plurality of virtual operation keys by a user, so that the cab-free power vehicle executes corresponding actions.
According to one embodiment of the invention, the action performed by the dripless power vehicle includes one or more of: the power mode of the non-driver power vehicle is switched, the running direction of the non-driver power vehicle is controlled, and the maintenance test of the non-driver power vehicle is performed.
According to one embodiment of the invention, the method further comprises: and determining that the cab-free power vehicle is in a non-grouping state based on the number of vehicle nodes of the train communication network being 1.
According to one embodiment of the invention, the method further comprises:
based on the fact that the cab-free power vehicle is in a non-grouping state, enabling a node where the cab-free power vehicle is located to serve as a main node of a train communication network;
and switching the node where the cab-free power vehicle is located from a master node to a slave node based on the fact that the cab-free power vehicle is switched from a state where no other power vehicles occupy the group to a state where the rest power vehicles occupy the group.
According to one embodiment of the invention, the method further comprises:
based on the cab-less power vehicle being in a marshalling state and all cabs of the motor train unit being in a non-occupied state, the virtual electric key is in an operable state;
based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
and sending a virtual instruction based on the operation of the user on the plurality of virtual operation keys, so that the motor train unit executes corresponding actions.
According to one embodiment of the invention, the actions performed by the motor train unit include one or more of: and switching the power mode of the motor train unit, controlling the running direction of the motor train unit, testing the power of the motor train unit, and carrying out self-loading on the motor train unit.
According to one embodiment of the invention, the method further comprises:
and based on the fact that the virtual electric key is in an activated state, enabling the node where the cab-free power vehicle is located to serve as a master node of a train communication network.
According to one embodiment of the invention, the cab-less power vehicle comprises a central control unit, the method further comprising:
the central control unit judges the type of the self-powered vehicle;
based on the fact that the power vehicle is a cab-free power vehicle, the central control unit receives the virtual instruction and sends the virtual instruction to the motor train unit.
According to one embodiment of the invention, the method further comprises:
and based on the fact that the cab-free power vehicle is in a marshalling state and the cabs of the motor train unit are in an occupied state, the virtual electric key and the virtual operation keys are in an inoperable state.
According to another aspect of the present invention, there is provided a virtual operating device for a cab-less power vehicle, comprising:
a virtual operation interface provided with a virtual electric key and a plurality of virtual operation keys;
an acquisition unit that acquires a grouping state of the cab-less power vehicle, an occupied state of all cabs of the motor train unit, and user operations on the virtual electric key and the plurality of virtual operation keys;
a control section configured to:
based on the cab-less power vehicle being in a non-consist state, causing the virtual electric key to be in an operable state;
based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
and sending a virtual instruction based on the operation of the plurality of virtual operation keys by a user, so that the cab-free power vehicle executes corresponding actions.
In the virtual control method of the cab-less power vehicle according to the embodiment of the invention, when the cab-less power vehicle is in the non-grouping state, the virtual operation interface can be controlled to enable the cab-less power vehicle to execute corresponding actions and realize corresponding functions, so that various control performances of the cab-less power vehicle are greatly improved.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 illustrates a flow chart of a virtual steering method for a cab-less power vehicle in accordance with an embodiment of the present invention;
FIG. 2 shows a schematic diagram of a virtual operation interface according to an embodiment of the invention;
FIG. 3 shows a signal communication flow diagram according to an embodiment of the invention;
FIG. 4 shows a schematic diagram of a cab-less power vehicle as a master vehicle according to an embodiment of the present invention;
FIG. 5 illustrates a flow chart for configuring the host vehicle as a cab-less power vehicle in accordance with an embodiment of the present invention;
fig. 6 shows a schematic view of a virtual steering device of a cab-less power vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the following embodiments of the present invention will be described in further detail with reference to the accompanying drawings.
It should be noted that, in the embodiments of the present invention, all the expressions "first" and "second" are used to distinguish two entities with the same name but different entities or different parameters, and it is noted that the "first" and "second" are only used for convenience of expression, and should not be construed as limiting the embodiments of the present invention, and the following embodiments are not described one by one.
Fig. 1 shows a flowchart of a virtual operating method of a cab-less power vehicle according to an embodiment of the present invention, wherein the cab-less power vehicle is configured with a virtual operation interface, and a virtual electric key and a plurality of virtual operation keys are provided on the virtual operation interface, as shown in fig. 1, the method includes the steps of:
step S1, enabling the virtual electric key to be in an operable state based on the cab-free power vehicle being in a non-grouping state;
step S2, based on the operation of a user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
and step S3, a virtual instruction is sent based on the operation of the plurality of virtual operation keys by a user, so that the cab-free power vehicle executes corresponding actions.
In some embodiments, the cab-less power vehicle may be determined to be in a non-consist state based on a number of vehicle nodes of the train communication network being 1. It may be determined whether the current powered vehicle is a cab-less powered vehicle based on the hard-wire code. In an embodiment of the present invention, "in an operable state" may mean that the virtual electric key may be activated in response to an operation thereof by a user, or the virtual operation button may transmit a virtual instruction in response to an operation thereof by a user. The plurality of virtual operating buttons are in an operable state only after the virtual electric key is activated. In contrast, the "in an inoperable state" means that the virtual electric key is not activated even if the user operates the virtual electric key, or the virtual operation button does not transmit a virtual instruction even if the user operates the virtual operation button.
In some embodiments, the action performed by the dripless power vehicle includes one or more of: the power mode of the non-driver power vehicle is switched, the running direction of the non-driver power vehicle is controlled, and the maintenance test of the non-driver power vehicle is performed. Therefore, in the non-marshalling state, the virtual control interface and the virtual control part are arranged in the power vehicle without the cab, so that the problem that a single power vehicle cannot be independently tested and controlled in running is solved.
Fig. 2 is a schematic diagram of a virtual operation interface according to an embodiment of the present invention, as shown in fig. 2, the virtual operation interface may be a display screen, on which a virtual electric key and a plurality of virtual operation keys are disposed, where the virtual operation keys may include, for example: a start key associated with starting the engine, a put key and an isolate key associated with controlling the engine, an internal combustion mode key and an electric power mode key associated with the power mode, a forward key associated with the direction, a neutral key and a reverse key, and an indication key associated with the handle level. The user can operate the virtual electric key and the plurality of virtual operation keys by touching, clicking, or the like.
In some embodiments, the method further comprises: based on the fact that the cab-free power vehicle is in a non-grouping state, the node where the cab-free power vehicle is located serves as a main node of a train communication network, and therefore the cab-free power vehicle can have the capability of controlling functions of the cab-free power vehicle in the non-grouping state.
In some embodiments, the method further comprises: and switching the node where the cab-free power vehicle is located from a master node to a slave node based on the fact that the cab-free power vehicle is switched from a state where no other power vehicles occupy the group to a state where the rest power vehicles occupy the group. Therefore, under the grouping state, the cooperative control of the cab-free power vehicle at the head and tail ends is realized by reducing the grouping master control authority of the cab-free power vehicle.
In some embodiments, the method further comprises:
based on the cab-less power vehicle being in a marshalling state and all cabs of the motor train unit being in a non-occupied state, the virtual electric key is in an operable state;
based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
and sending a virtual instruction based on the operation of the user on the plurality of virtual operation keys, so that the motor train unit executes corresponding actions.
It may be determined that all cabs are in a non-occupied state based on that keys of all cabs are not inserted. The virtual electric key can be in an activated state, so that the node where the cab-less power vehicle is located is used as a master node of a train communication network. Therefore, the motor train unit can be controlled by taking the cab-free power vehicle as the main control end of the whole motor train unit under the condition that the cab-free power vehicle is in a marshalling state and all cabs of the motor train unit are in a non-occupation state, the control range of the cab-free power vehicle is further expanded, and the control mode of the motor train unit is more various and flexible.
In some embodiments, the action performed by the motor train unit includes one or more of: and switching the power mode of the motor train unit, controlling the running direction of the motor train unit, testing the power of the motor train unit, and carrying out self-loading on the motor train unit.
In some embodiments, the cab-less power vehicle includes a central control unit, the method further comprising:
the central control unit judges the type of the self-powered vehicle;
based on the fact that the power vehicle is a cab-free power vehicle, the central control unit receives the virtual instruction and sends the virtual instruction to the motor train unit.
Therefore, the virtual command can be sent to the motor train unit after being sent from the cab-free power vehicle, and the influence of interference signals is avoided.
In some embodiments, the method further comprises: and based on the fact that the cab-free power vehicle is in a marshalling state and the cabs of the motor train unit are in an occupied state, the virtual electric key and the virtual operation keys are in an inoperable state. When the cab-less power vehicle is in a marshalling state and the cabs of the motor train unit are in an occupied state, the cab-less power vehicle should serve as a slave control end, and the virtual electric key and the virtual operation key are set to be in an inoperable state, so that control signals which collide with the master control signals are avoided.
Fig. 3 shows a signal communication flow chart according to an embodiment of the present invention, as shown in fig. 3, a microcomputer display screen of a cab-less power vehicle may collect corresponding signals and transmit the signals to a central control unit through a communication means such as ETH (ethernet) +mvb (multi-function vehicle bus). The central control unit is responsible for receiving the virtual instruction signal and checking the validity of the signal. And then, the cab-free power vehicle is controlled through the command signal, and the command is transmitted to the whole train unit through WTB (wire train bus) communication.
The microcomputer display screen is responsible for signal acquisition, for example, when the whole train of motor cars has other power cars in a cab occupied state, the virtual electric key is forbidden to be activated, and all other virtual command operation signals are in a forbidden enabling state. Such as keyless occupancy of the entire train, allows activation of the virtual electric key signal via the display. When the virtual electric key signal is activated, the virtual command operation signal is enabled. The virtual starting signals are pulse signals, and the virtual electric key, the virtual machine control switch, the virtual power mode switch, the virtual direction and the virtual handle level are level signals.
After receiving the virtual operation instruction, the microcomputer display screen transmits the instruction to the central control unit in an ETH+MVB mode. When the virtual key is activated, the virtual machine control switch closing position, the internal combustion power position of the virtual power mode switch, the virtual direction neutral position and the virtual handle level position 0 are automatically transmitted by default. Meanwhile, when each virtual instruction is sent, the valid bit of the corresponding instruction is sent, so that signal transmission accuracy is ensured, and false sending of virtual signals caused by communication interference is prevented.
The central control unit is responsible for receiving virtual instruction signals from the microcomputer display screen. The central control unit judges the type of the power vehicle, and if the power vehicle is the power vehicle with the cab, the virtual instruction signal of the display screen is not adopted. If the vehicle is a power vehicle without a cab, receiving a virtual instruction signal of a microcomputer display screen. Meanwhile, the power vehicle is operated through logic processing to realize the functions of self-loading, switching of the electric modes in the whole train motor train unit, power test and the like.
The existing dripless power vehicle usually adopts a hard line through connection mode in the process of grouping, a microcomputer meets the operation function of the whole locomotive row through a hard line instruction, and if a single locomotive is not grouped, the function verification of the locomotive cannot be completed. In the embodiment of the invention, the train-level network control function of the motor train unit is finished by adopting a communication mode of the WTB network, and when the motor vehicles without cabs are matched in a grouping way, the type, the power source and the grouping address of the motor vehicles are identified by designing a penetrating connector and configuring a combined coding rule of a WTB network communication line and a hard line.
The specific rules are as follows:
and setting a WTB network communication gateway and a double-path redundant WTB train pass-through line, and carrying out network initial operation configuration through an UIC protocol to dynamically identify the grouping address and master-slave control nodes of each section of power vehicle. The cab-free judgment is realized through the hard wire combination coding, and the type identification of the internal combustion power and the electric power is realized.
When the motor train unit is not connected, the single-section power vehicle without the cab is identified by combining the vehicle number setting through hard wire configuration, and meanwhile, comprehensive judgment is carried out by combining the number of vehicle nodes after the WTB is operated initially as 1, so that the current power vehicle is determined to be a single section. After the conditions are met, the cab-free power vehicle can be virtually activated to serve as a limited main control node, and the limited main control node can realize the functions of power mode switching, direction change, maintenance test and the like of a single-section power vehicle.
If the cab-free power vehicle is in the restricted main control node, the remaining cab occupation of the train changes, the microcomputer can automatically control the vehicle of the section to withdraw from the key occupation, all functions are restored to the default state, and after the main control occupation of the key node is completed again by the train, the main control node at the occupation end is listened to perform test and operation.
When the key node occupation of the power car with the cab is effective after the motor train unit is hung, the power car without the cab cannot activate the virtual key operation, so that the whole train is ensured not to influence the operation due to master control competition caused by key conflict.
Fig. 4 is a schematic diagram of a WTB node address sequence of an internal electric dual-source power centralized motor train unit in an embodiment, in a train consist, after each power-up of a microcomputer, the motor train unit should complete a TCN (train communication network) initial operation process, and a microcomputer central control unit can identify whether the motor train unit is a WTB master device, is in the same direction as or opposite to the direction of the master device, and includes a node address, a node number, and a bottom node address.
And each time the TCN initial operation is completed, the microcomputer central control unit is based on the TCN initial operation result and identifies other operation instructions, so that node index, node identification, master control vehicle identification and train direction identification are realized. Wherein only one cab electric key signal is activated, and the activated power vehicle is a master control vehicle. The other power vehicles are slave vehicles in the marshalling, receive the control instruction of the master vehicle, and feed back state information and the like. The cab electric key signal activation condition is that the electric key signal is triggered by a rising edge and is held high. In fig. 4, the microcomputer central control unit can dynamically control the cab-free fuel-powered vehicle to be a master control vehicle in real time through a microcomputer display screen virtual key occupation signal.
Fig. 5 shows a software flow chart for setting the host vehicle as a cab-less power vehicle in the main control program of the microcomputer central control unit. As shown in fig. 5, it may be determined that the host vehicle is permitted to be set as a cab-less power vehicle through the display screen based on the following conditions: the CCU (central control unit) is a main device (but not a redundant auxiliary device), the hard-wire signal indicates that the current state of the power vehicle without the cab and the diesel engine is a stop state, the state of the pantograph in the whole row is a descending state, and the locomotive speed is zero. That is, in the case where it is determined that the host vehicle is a cab-less power vehicle, no power is generated (no diesel engine is started, no power is supplied), and the locomotive speed is zero, the host vehicle is allowed to be set as a cab-less power vehicle. Unsafe setup during locomotive operation is avoided.
When the microcomputer central control unit successfully sets the model of the power vehicle according to the method in fig. 5, the state of the model of the power vehicle is automatically stored in the ferroelectric area, and the model of the power vehicle can be directly read after the microcomputer is electrified again each time. Meanwhile, if the microcomputer judges that the ferroelectric stored power vehicle type number state is inconsistent with the power vehicle type hard line signal, a microcomputer display screen can automatically prompt a driver of 'wrong setting of the CCU power vehicle identification of the vehicle'. If the microcomputer judges that the model states of the power vehicles stored in the ferroelectric memory of the master CCU and the slave CCU are inconsistent, a microcomputer display screen can automatically prompt a driver that the marks of the power vehicles of the CCU of the host vehicle are inconsistent.
Fig. 6 shows a schematic view of a virtual manipulator 10 of a cab-less power vehicle according to an embodiment of the present invention, and as shown in fig. 6, the virtual manipulator 10 includes:
a virtual operation interface 12 on which a virtual electric key and a plurality of virtual operation keys are provided;
an acquisition unit 14 that acquires a grouping state of the cab-less power vehicle, an occupied state of all cabs of the motor train unit, and a user operation of the virtual electric key and the plurality of virtual operation keys;
the control section 16 is communicatively connected to the acquisition section 14 and configured to:
based on the cab-less power vehicle being in a non-consist state, causing the virtual electric key to be in an operable state;
based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
and sending a virtual instruction based on the operation of the plurality of virtual operation keys by a user, so that the cab-free power vehicle executes corresponding actions.
The motor train unit can be an internal electric double-source power centralized motor train unit, and can operate in a line interval where a railway electric power section and an internal combustion section are mixed. The motor train unit adopts an internal electric split design structure, the whole train consists of an electric power vehicle, a trailer and an internal combustion power vehicle, and the electric power vehicle and the internal combustion power vehicle are respectively arranged at two ends of the motor train unit. In any cab, a crewmember can select an internal combustion mode or an electric mode to respectively activate a corresponding internal combustion power vehicle or an electric power vehicle to exert traction power, so that internal power and electric power double-source mutual control is realized. Meanwhile, the whole train of motor train units has the characteristics of multi-network fusion and data communication, and state data of any section of whole train of motor train units can be monitored on an internal combustion motor vehicle, a trailer and an electric motor vehicle in real time. The internal electric double-source power centralized motor train unit is suitable for a high altitude operation environment in a plateau region, and can solve the problem that when a single power mode is adopted, the power of a single-section internal combustion motor vehicle or an electric motor vehicle cannot meet the climbing capacity of a high altitude large ramp. Of course, in other embodiments, other forms of motor train units may be employed.
In summary, the invention provides a brand new virtual control strategy aiming at the defect of the control of the existing cab-free power vehicle, solves various defects of the existing scheme one by one, greatly improves various control performances of the cab-free power vehicle, and reduces the complexity of grouping. The specific aspects are as follows:
1. the invention provides a virtual control method aiming at the problem that when a power vehicle without a cab is in a non-grouping state, the power vehicle without the cab cannot control the power vehicle of the section, so that a single power vehicle cannot be independently tested and controlled in operation; under the grouping state, the cooperative control of the cab-free power vehicle at the head and tail ends is realized by reducing the grouping master control authority of the cab-free power vehicle.
2. The cab-free power vehicle has a reconnection marshalling control function, can flexibly perform vehicle type identification and authority judgment in a whole train motor train unit, and further completes cooperative control. The problem that multiple powers of the existing railway vehicle cannot be mixed for operation is solved.
3. The cab-free power vehicle provided by the invention has the main node function limited in the assembled state, the control function of taking the cab-free power vehicle as a main node is realized, meanwhile, the cab-free power vehicle is directly, stably and quickly degraded into a slave node under the condition that other main nodes are occupied, and all test and verification works of the cab-free power vehicle can be realized on the premise of ensuring safe operation to the greatest extent.
4. Aiming at the problem of multi-power source combination, the invention provides a matching function with internal combustion power or electric power, and solves the problem that single power configuration cannot meet the power requirement of a large ramp.
According to the technical scheme, a driver can virtually operate the cab-free power vehicle through the microcomputer display screen, so that the single-machine and whole-row functional test verification of the power vehicle is realized, the workload of operators is reduced, the operability of the power vehicle is improved, the grouping flexibility of the power vehicle group is greatly improved, and the functions of single-machine power vehicle or internal combustion power vehicle reconnection grouping, pre-dispatching vehicle test, single-machine virtual operation and the like without the cab can be met.
Those of ordinary skill in the art will appreciate that: the above discussion of any embodiment is merely exemplary and is not intended to imply that the scope of the disclosure of embodiments of the invention, including the claims, is limited to such examples; combinations of features of the above embodiments or in different embodiments are also possible within the idea of an embodiment of the invention, and there are many other variations of the different aspects of the embodiments of the invention as described above, which are not provided in detail for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, and the like, which are made within the spirit and principles of the embodiments of the invention, are included within the scope of the embodiments of the invention.
Claims (8)
1. A virtual control method for a cab-less power vehicle, wherein the cab-less power vehicle is configured with a virtual operation interface, and a virtual electric key and a plurality of virtual operation keys are arranged on the virtual operation interface, the method comprising:
based on the cab-less power vehicle being in a non-consist state, causing the virtual electric key to be in an operable state;
based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
transmitting a virtual instruction based on the operation of the plurality of virtual operation keys by a user, so that the cab-free power vehicle executes corresponding actions;
the method further comprises the steps of:
based on the cab-less power vehicle being in a marshalling state and all cabs of the motor train unit being in a non-occupied state, the virtual electric key is in an operable state;
based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
transmitting a virtual instruction based on the operation of the user on the plurality of virtual operation keys, so that the motor train unit executes corresponding actions;
the cab-less power vehicle includes a central control unit, the method further comprising:
the central control unit judges the type of the self-powered vehicle;
based on the fact that the power vehicle is a cab-free power vehicle, the central control unit receives the virtual instruction and sends the virtual instruction to the motor train unit.
2. The method of claim 1, wherein the actions performed by the cab-less power vehicle include one or more of: the power mode of the cab-free power vehicle is switched, the running direction of the cab-free power vehicle is controlled, and the maintenance test of the cab-free power vehicle is performed.
3. The method according to claim 1, wherein the method further comprises: and determining that the cab-free power vehicle is in a non-grouping state based on the number of vehicle nodes of the train communication network being 1.
4. The method according to claim 1, wherein the method further comprises:
based on the fact that the cab-free power vehicle is in a non-grouping state, enabling a node where the cab-free power vehicle is located to serve as a main node of a train communication network;
and switching the node where the cab-free power vehicle is located from a master node to a slave node based on the fact that the cab-free power vehicle is switched from a state where no other power vehicles occupy the group to a state where the rest power vehicles occupy the group.
5. The method of claim 1, wherein the actions performed by the motor train unit include one or more of: and switching the power mode of the motor train unit, controlling the running direction of the motor train unit, testing the power of the motor train unit, and carrying out self-loading on the motor train unit.
6. The method according to claim 1, wherein the method further comprises:
and based on the fact that the virtual electric key is in an activated state, enabling the node where the cab-free power vehicle is located to serve as a master node of a train communication network.
7. The method according to claim 1, wherein the method further comprises:
and based on the fact that the cab-free power vehicle is in a marshalling state and the cabs of the motor train unit are in an occupied state, the virtual electric key and the virtual operation keys are in an inoperable state.
8. A virtual steering apparatus for a cab-less power vehicle, comprising:
a virtual operation interface provided with a virtual electric key and a plurality of virtual operation keys;
an acquisition unit that acquires a grouping state of the cab-less power vehicle, an occupied state of all cabs of the motor train unit, and user operations on the virtual electric key and the plurality of virtual operation keys;
a control section configured to:
based on the cab-less power vehicle being in a non-consist state, causing the virtual electric key to be in an operable state;
based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
transmitting a virtual instruction based on the operation of the plurality of virtual operation keys by a user, so that the cab-free power vehicle executes corresponding actions;
the control section is further configured to:
based on the cab-less power vehicle being in a marshalling state and all cabs of the motor train unit being in a non-occupied state, the virtual electric key is in an operable state;
based on the operation of the user on the virtual electric key, the virtual electric key is in an activated state, and then a plurality of virtual operation keys are in an operable state;
transmitting a virtual instruction based on the operation of the user on the plurality of virtual operation keys, so that the motor train unit executes corresponding actions;
the virtual steering device further comprises a central control unit configured to:
judging the type of the self-powered vehicle;
and receiving the virtual instruction based on the fact that the power vehicle is a cab-free power vehicle, and sending the virtual instruction to the motor train unit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310068047.0A CN116061979B (en) | 2023-01-17 | 2023-01-17 | Virtual control method and device for cab-free power vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310068047.0A CN116061979B (en) | 2023-01-17 | 2023-01-17 | Virtual control method and device for cab-free power vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116061979A CN116061979A (en) | 2023-05-05 |
| CN116061979B true CN116061979B (en) | 2023-09-05 |
Family
ID=86169525
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310068047.0A Active CN116061979B (en) | 2023-01-17 | 2023-01-17 | Virtual control method and device for cab-free power vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116061979B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102348589A (en) * | 2009-03-13 | 2012-02-08 | 通用电气公司 | Method and system for wireless remote fault administration on a remote distributed power system |
| CN104670250A (en) * | 2013-11-28 | 2015-06-03 | 北车大连电力牵引研发中心有限公司 | Remote control unit and system for locomotives |
| CN204736861U (en) * | 2015-07-07 | 2015-11-04 | 山西智济电子科技有限公司 | Electric locomotive is from moving end device |
| CN111845471A (en) * | 2020-08-07 | 2020-10-30 | 中车大连机车车辆有限公司 | Power-concentrated motor train unit |
| CN111874037A (en) * | 2020-07-15 | 2020-11-03 | 中车大连机车车辆有限公司 | Wireless reconnection control method based on existing locomotive microcomputer system |
| CN115071763A (en) * | 2022-03-09 | 2022-09-20 | 中车大同电力机车有限公司 | Power system of marshalling train |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2920066B1 (en) * | 2007-08-14 | 2009-12-18 | Alstom Transport Sa | TRANSPORT UNIT |
| US20210323589A1 (en) * | 2020-04-15 | 2021-10-21 | Progress Rail Services Corporation | System and method for associating wireless nodes of a consist |
-
2023
- 2023-01-17 CN CN202310068047.0A patent/CN116061979B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102348589A (en) * | 2009-03-13 | 2012-02-08 | 通用电气公司 | Method and system for wireless remote fault administration on a remote distributed power system |
| CN104670250A (en) * | 2013-11-28 | 2015-06-03 | 北车大连电力牵引研发中心有限公司 | Remote control unit and system for locomotives |
| CN204736861U (en) * | 2015-07-07 | 2015-11-04 | 山西智济电子科技有限公司 | Electric locomotive is from moving end device |
| CN111874037A (en) * | 2020-07-15 | 2020-11-03 | 中车大连机车车辆有限公司 | Wireless reconnection control method based on existing locomotive microcomputer system |
| CN111845471A (en) * | 2020-08-07 | 2020-10-30 | 中车大连机车车辆有限公司 | Power-concentrated motor train unit |
| CN115071763A (en) * | 2022-03-09 | 2022-09-20 | 中车大同电力机车有限公司 | Power system of marshalling train |
Also Published As
| Publication number | Publication date |
|---|---|
| CN116061979A (en) | 2023-05-05 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP4483694B2 (en) | Vehicle communication system | |
| CN113184016B (en) | Virtual marshalling train turnout resource management method and system based on train-vehicle communication | |
| TWI441481B (en) | Train information management apparatus and method for selecting control software thereof | |
| DE102017121073A1 (en) | DIAGNOSTIC METHODS AND APPARATUSES IN VEHICLE NETWORK | |
| EP0483172A1 (en) | On-board integrated vehicle control and communication system | |
| JP7244549B2 (en) | train security system | |
| CN114435432B (en) | Automatic turning-back method, system and device | |
| CN111130967A (en) | Automobile diagnosis network topological structure | |
| CN113771915B (en) | Train fusion control system and method | |
| CN110901700A (en) | Straddle type monorail vehicle train network control system | |
| WO2012083642A1 (en) | Computer-control method for multi-unit coupling of a rail locomotive | |
| CN112578764A (en) | Vehicle fault diagnosis method and system and vehicle | |
| CN113839988A (en) | Train multi-network convergence network control system and control method | |
| CN116061979B (en) | Virtual control method and device for cab-free power vehicle | |
| RU2710861C2 (en) | Method of controlling train consisting of working cars for railway service | |
| GB2487365A (en) | Vehicle Identification System for Trains with Flexible Formations | |
| CN105491177B (en) | A kind of device address method for reconfiguration based on MVB communication | |
| JP2001088704A (en) | Control signal transmitting system for vehicle | |
| JP4548260B2 (en) | Vehicle communication system | |
| CN111142504B (en) | Bus detection device and method | |
| JP4339067B2 (en) | Railway vehicle communication equipment | |
| JP4441556B2 (en) | Control method for vehicle power generation system | |
| WO2021196308A1 (en) | Air brake control system and freight multiple unit | |
| JPH0928001A (en) | Rolling stock information transmitting device | |
| CN209182710U (en) | Test macro |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |