Straddle-type monorail vehicle double-car coupling control method and device

Abstract

The application discloses a control method and device for double-vehicle connection of straddle-type monorail vehicles, and is applied to the field of vehicle control. The method provided by the application is applied to a slave vehicle which has a communication line and a hard-wire loop with a driver's cab controller and a central control unit of a master vehicle, and the connection jumper line between the slave vehicle and the master vehicle comprises a communication line, an emergency braking hard-wire loop and other hard-wire loops for controlling straddle-type monorail vehicles. The method comprises the following steps: acquiring a communication state between the master vehicle and the slave vehicle; if the communication state is normal, receiving a control instruction transmitted by the master vehicle through network communication according to a network control mode, and executing the control instruction; and if the communication state is abnormal, switching the network control mode to a hard-wire control mode, receiving a control instruction transmitted by the master vehicle through a hard-wire loop according to the hard-wire control mode, and executing the control instruction. The network control mode and the hard-wire control mode can meet the demand of different communication states between the master vehicle and the slave vehicle, and can avoid serious consequences caused by communication abnormalities.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle control, in particular to a control method for double-vehicle coupling of straddle-type monorail vehicles. BACKGROUND

[0002] In recent years, in the current urban rail transit field, coupling is mostly used for the connection between the head car and the carriages in a train. Currently, all electric passenger cars have the ability to couple with other trains. Among them, the coupling control of two trains is mainly realized through network means such as Multifunction Vehicle Bus (MVB), Controller Area Network (CAN), or Ethernet.

[0003] In the coupled state, the control of the master car to the slave car is very important, but the control through network communication is very unstable. Taking the CAN bus as an example: when the surrounding environment is disturbed or the voltage fluctuates, the data frame in the signal will be affected, and different nodes may read different signals. If it involves critical signals such as traction and braking, it may cause serious consequences. Similarly, the nodes may also be disturbed and unable to receive signals. For straddle-type monorail engineering vehicles, they run on urban elevated sections and are subject to various disturbances in the city. Therefore, communication failures may occur multiple times, or communication failures caused by electrical coupling failures.

[0004] In view of the above-mentioned technology, it is a problem to be solved by those skilled in the art to seek a control method and device for double-vehicle coupling of straddle-type monorail vehicles. SUMMARY

[0005] The purpose of the present application is to provide a control method and device for double-vehicle coupling of straddle-type monorail vehicles. Avoiding the problems of unstable network communication control such as traction and braking, thereby avoiding the occurrence of serious consequences caused by traction and braking.

[0006] To solve the above technical problems, the present application provides a control method for double-vehicle coupling of straddle-type monorail vehicles, applied to a slave car having a first communication line and a first hard-wired loop with a driver's room controller and a central control unit of a master car. Among them, the coupling jumper between the slave car and the master car includes a second communication line and a second hard-wired loop, and the second hard-wired loop includes an emergency braking hard-wired loop and other straddle-type monorail vehicle control hard-wired loops, comprising:

[0007] Obtaining the communication state between the master car and the slave car;

[0008] If the communication state between the master car and the slave car is normal, receiving the control instruction transmitted by the master car through the communication line according to the network control mode, and executing the control instruction;

[0009] If the communication state between the host vehicle and the follower vehicle is abnormal, the network control mode is switched to the hard-wire control mode, and the control instruction transmitted by the host vehicle through the hard-wire loop is received according to the hard-wire control mode, and the control instruction is executed.

[0010] Preferably, the communication state between the host vehicle and the follower vehicle is abnormal, including:

[0011] The communication line between the host vehicle and the follower vehicle is faulty, and the electrical hitch is normal.

[0012] Correspondingly, the control instruction transmitted by the host vehicle through the hard-wire loop is received according to the hard-wire control mode, and the control instruction is executed, including:

[0013] The running control instruction transmitted by the host vehicle through the first hard-wire loop is received according to the hard-wire control mode, and the running control instruction is executed.

[0014] Preferably, the communication state between the host vehicle and the follower vehicle is abnormal, further including:

[0015] The communication line between the host vehicle and the follower vehicle is faulty, and the electrical hitch is faulty.

[0016] Correspondingly, the control instruction transmitted by the host vehicle through the hard-wire loop is received according to the hard-wire control mode, and the control instruction is executed, including:

[0017] The simultaneous braking control instruction transmitted by the host vehicle through the emergency braking hard-wire loop is received according to the hard-wire control mode, and the simultaneous braking control instruction is executed.

[0018] Preferably, the network control mode is switched to the hard-wire control mode, including:

[0019] A first state signal of the driver's room is acquired.

[0020] A second state signal corresponding to the rotation of the mode selection button is acquired.

[0021] A third state signal of the position of the handle of the controller is acquired.

[0022] If the first state signal meets the first requirement, the second state signal meets the second requirement, and the third state signal meets the third state requirement, the network control mode is switched to the hard-wire control mode according to the first state signal, the second state signal, and the third state signal.

[0023] Preferably, when the running control instruction is the wake-up / sleep control instruction, the wake-up / sleep control instruction is executed, including:

[0024] A wake-up signal generated by the host vehicle through a wake-up operation is acquired.

[0025] Based on the wake-up signal, a corresponding wake-up relay and a power-on relay are powered on to realize the wake-up of the self.

[0026] Preferably, when the running control instruction is the wake-up / sleep control instruction, the wake-up / sleep control instruction is executed, and further comprising:

[0027] acquiring a sleep signal generated by the host vehicle through the sleep operation;

[0028] based on the sleep signal, powering on the corresponding sleep relay, and powering off the powered-on relay to achieve self-sleep.

[0029] Preferably, when the running control instruction is the master-slave vehicle cab interlocking control instruction, the master-slave vehicle cab interlocking control instruction is executed, and comprising:

[0030] acquiring a signal of powering on a key relay generated by the host vehicle through the key start controller;

[0031] the signal of powering on the key relay powers on a hitching key interlocking relay through a hitching key interlocking circuit to achieve the master-slave vehicle cab interlocking.

[0032] Preferably, when the running control instruction is the traction braking and running direction control instruction, the traction braking and running direction control instruction is executed, and comprising:

[0033] acquiring a running action signal generated by the host vehicle due to the action of the driving handle;

[0034] based on the running action signal, powering on the corresponding relay to achieve self-traction braking.

[0035] Preferably, when the running control instruction is the traction braking and running direction control, the traction braking and running direction control is executed, and further comprising:

[0036] acquiring a direction action signal generated by the host vehicle due to the action of the direction handle;

[0037] based on the direction action signal, powering on the corresponding relay to achieve self-direction control.

[0038] Preferably, the simultaneous braking control instruction transmitted by the host vehicle through the emergency braking hard-wire circuit is received, and the simultaneous braking control instruction is executed, and comprising:

[0039] acquiring a first hitching signal corresponding to the hitching switch of the host vehicle cab;

[0040] acquiring a second hitching signal corresponding to the hitching switch of the self-cab;

[0041] if the first hitching signal and the second hitching signal are both abnormal, the simultaneous braking is achieved according to the simultaneous braking control instruction, the first hitching signal, and the second hitching signal.

[0042] To solve the above technical problems, the application further provides a straddle-type monorail vehicle double-car coupling device for realizing the steps of the double-car coupling method of the straddle-type monorail vehicle.

[0043] The control method for double-car coupling of the straddle-type monorail vehicle provided by the application is applied to a slave car having a first communication line and a first hard-wire loop with a driver's room controller of a master car, wherein a coupling cross-over line between the slave car and the master car comprises a second communication line and a second hard-wire loop, the second hard-wire loop comprises an emergency braking hard-wire loop and other straddle-type monorail vehicle control hard-wire loops, and the control method comprises the following steps: acquiring a communication state between the master car and the slave car; if the communication state between the master car and the slave car is normal, receiving a control instruction transmitted by the master car through the communication line according to a network control mode, and executing the control instruction; and if the communication state between the master car and the slave car is abnormal, switching the network control mode to a hard-wire control mode, receiving a control instruction transmitted by the master car through the hard-wire loop according to the hard-wire control mode, and executing the control instruction. The network control mode and the hard-wire control mode meet the requirements of different communication states between the master car and the slave car, wherein the hardware requirement realized by the hard-wire control mode is the hard-wire loop relationship between the master car and the slave car. When the state is normal, the network control mode is used, and when the state is abnormal, the hard-wire control mode is used. Through the switching of the two states, the phenomenon of serious consequences caused by the abnormal communication state is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiments. Obviously, the drawings described in the following are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0045] Figure 1 A control method flow chart for double-car coupling of the straddle-type monorail vehicle provided by the embodiments of the application is provided.

[0046] Figure 2 A first logic diagram for double-car coupling of the straddle-type monorail vehicle provided by the embodiments of the application is provided.

[0047] Figure 3 A second logic diagram for double-car coupling of the straddle-type monorail vehicle provided by the embodiments of the application is provided.

[0048] Figure 4 A third logic diagram for double-car coupling of the straddle-type monorail vehicle provided by the embodiments of the application is provided.

[0049] Figure 5 A fourth logic diagram for double-car coupling of the straddle-type monorail vehicle provided by the embodiments of the application is provided.

[0050] Figure 6 A fifth logic diagram of double vehicle coupling of straddle-type monorail vehicle provided by the embodiment of the present application;

[0051] Figure 7 A sixth logic diagram of double vehicle coupling of straddle-type monorail vehicle provided by the embodiment of the present application;

[0052] Figure 8 A seventh logic diagram of double vehicle coupling of straddle-type monorail vehicle provided by the embodiment of the present application;

[0053] Figure 9 An eighth logic diagram of double vehicle coupling of straddle-type monorail vehicle provided by the embodiment of the present application;

[0054] Figure 10 A ninth logic diagram of double vehicle coupling of straddle-type monorail vehicle provided by the embodiment of the present application. DETAILED DESCRIPTION

[0055] The technical solutions in the embodiments of the present application will be described clearly and completely below with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative work are within the protection scope of the present application.

[0056] The core of the present application is to provide a control method and device for double vehicle coupling of straddle-type monorail vehicle.

[0057] In order to make the person in the art better understand the present application, the present application will be further described in detail below with the accompanying drawings and specific embodiments.

[0058] Figure 1 A control method flow chart of double vehicle coupling of straddle-type monorail vehicle provided by the embodiment of the present application, the method is applied to a slave vehicle having a first communication line and a first hard-wired loop with a cab controller and a central control unit of a master vehicle, wherein the coupling jumper between the slave vehicle and the master vehicle includes a second communication line and a second hard-wired loop, the second hard-wired loop includes an emergency braking hard-wired loop and other straddle-type monorail vehicle control hard-wired loop, and the method includes the following steps:

[0059] S10: obtaining the communication state between the master vehicle and the slave vehicle.

[0060] In specific embodiments, the master and slave vehicles are straddle-type monorail engineering vehicles, and in some specific scenarios, two straddle-type monorail engineering vehicles are required to work together, which are called master and slave vehicles. When the master and slave vehicles work, the master and slave vehicles need to keep the communication connection normal and the electrical connection normal. However, for straddle-type monorail engineering vehicles, they run on urban elevated sections and are subject to various disturbances in the city. Therefore, the connection communication failure or the communication failure caused by the electrical connection failure occurs multiple times. On this basis, the application forms a communication circuit between the master and slave vehicles through a hard-wired loop in addition to the first communication line and the second communication line, as shown in Figure 2 The TAS is a driver's room wake / sleep knob, the BMS is a power battery control unit, the MC is a driver's room master controller, the BCU is a brake control unit, the DCU is a traction control unit, and the VCU is a vehicle central control unit. An emergency brake hard-wired loop is provided between the connection jumper of the slave vehicle and the master vehicle, as shown in Figure 3 The two hard-wired loops avoid the problems caused by abnormal communication state between the master and slave vehicles. The slave vehicle needs to obtain the communication state between the master and slave vehicles. If the communication state is normal, the slave vehicle receives the instructions transmitted by the master vehicle through the original first communication line and / or the second communication line and executes the instructions. If the communication state is abnormal, the slave vehicle receives the instructions transmitted by the master vehicle through the first hard-wired loop and / or the second hard-wired loop and executes the instructions.

[0061] S11: If the communication state between the master and slave vehicles is normal, the control instructions transmitted by the master vehicle through the communication line are received according to the network control mode, and the control instructions are executed.

[0062] S12: If the communication state between the master and slave vehicles is abnormal, the network control mode is switched to the hard-wired control mode, the control instructions transmitted by the master vehicle through the hard-wired loop are received according to the hard-wired control mode, and the control instructions are executed.

[0063] In specific embodiments, the abnormal communication state between the master and slave vehicles is divided into two cases: the first case is a communication line failure; and the second case is a communication line failure caused by an electrical connection failure.

[0064] In specific embodiments, the master and slave vehicles are in a network control mode in a normal state (i.e., when the communication state is normal). The master vehicle transmits important control instructions to the slave vehicle through the communication line, and the slave vehicle receives and executes the control instructions to achieve the final purpose. When the communication state between the master and slave vehicles is abnormal, the communication line fails regardless of which state is abnormal, so the network control mode is invalid. The slave vehicle switches the network control mode to the hard-wired control mode, that is, the slave vehicle receives the control instructions transmitted by the master vehicle through the hard-wired loop through the hard-wired control mode, and executes the control instructions to achieve the final purpose.

[0065] The control method for the double-vehicle connection of the straddle-type monorail vehicle provided in the application is applied to a slave vehicle having a first communication line and a first hard-wired loop with the cab controller of the driver's cab of a master vehicle, wherein the connection cross-over line between the slave vehicle and the master vehicle includes a second communication line and a second hard-wired loop, the second hard-wired loop includes an emergency braking hard-wired loop and other straddle-type monorail vehicle control hard-wired loops, and the method comprises: obtaining the communication state between the master vehicle and the slave vehicle; if the communication state between the master vehicle and the slave vehicle is normal, receiving the control instruction transmitted by the master vehicle through the communication line according to the network control mode, and executing the control instruction; and if the communication state between the master vehicle and the slave vehicle is abnormal, switching the network control mode to the hard-wired control mode, receiving the control instruction transmitted by the master vehicle through the hard-wired loop according to the hard-wired control mode, and executing the control instruction. The network control mode and the hard-wired control mode meet the requirements of different communication states between the master vehicle and the slave vehicle, wherein the hardware requirement realized by the hard-wired control mode is the hard-wired loop relationship between the master vehicle and the slave vehicle. When the state is normal, the network control mode is used, and when the state is abnormal, the hard-wired control mode is used. Through the switching of the two states, the phenomenon of serious consequences caused by the abnormal communication state is avoided.

[0066] On the basis of the above-mentioned embodiments, as a preferred embodiment, the abnormal communication state between the master vehicle and the slave vehicle includes:

[0067] If the communication line between the master vehicle and the slave vehicle is faulty, and the electrical connection is normal;

[0068] Correspondingly, receiving the control instruction transmitted by the master vehicle through the hard-wired loop according to the hard-wired control mode, and executing the control instruction are:

[0069] Receiving the operation control instruction transmitted by the master vehicle through the first hard-wired loop according to the hard-wired control mode, and executing the operation control instruction.

[0070] If the communication line between the master vehicle and the slave vehicle is faulty, and the electrical connection is faulty;

[0071] Correspondingly, receiving the control instruction transmitted by the master vehicle through the hard-wired loop according to the hard-wired control mode, and executing the control instruction are:

[0072] Receiving the simultaneous braking control instruction transmitted by the master vehicle through the emergency braking hard-wired loop according to the hard-wired control mode, and executing the simultaneous braking control instruction.

[0073] In specific embodiments, the communication state abnormality between the host vehicle and the slave vehicle includes two cases, the first case: the communication line between the host vehicle and the slave vehicle is faulty, and the electrical hitch is normal, the corresponding solution: the slave vehicle receives the operation control instruction transmitted by the host vehicle through the hard-wire according to the hard-wire control mode, and executes the control instruction to achieve the final needs, and it should be noted that the hard-wire condition corresponding to the hard-wire control mode at this time is that the slave vehicle and the driver's room controller and the central control unit of the host vehicle have a first hard-wire loop. The second case: the communication line between the host vehicle and the slave vehicle is faulty, and the electrical hitch is faulty, the corresponding solution: the slave vehicle receives the simultaneous braking control instruction transmitted by the host vehicle through the hard-wire loop according to the hard-wire control mode, and executes the control instruction to achieve the final needs, and it should be noted that the hard-wire condition corresponding to the hard-wire control mode at this time is that the second hard-wire loop is included in the hitch jumper between the slave vehicle and the host vehicle, and the second hard-wire loop includes the emergency braking hard-wire loop.

[0074] That is, when the communication state abnormality between the host vehicle and the slave vehicle is in the first case, the required hardware condition at this time is that the slave vehicle and the driver's room controller and the central control unit of the host vehicle have a first hard-wire loop. When the communication state abnormality between the host vehicle and the slave vehicle is in the second case, the required hardware condition at this time is that the second hard-wire loop is included in the hitch jumper between the slave vehicle and the host vehicle, and the second hard-wire loop includes the emergency braking hard-wire loop.

[0075] It should be further noted that the operation control instruction includes wake-up / sleep control instruction, master-slave vehicle cab interlocking control instruction, traction braking and running direction control instruction, etc., which are not limited by the present application and can be set by the user as needed.

[0076] The present application has corresponding methods for different cases that cause the communication state abnormality between the host vehicle and the slave vehicle, which improves the speed of overall control instruction transmission and improves the efficiency.

[0077] On the basis of the above embodiments, as a preferred embodiment, switching the network control mode to the hard-wire control mode includes:

[0078] Obtaining a first state signal of the driver's room;

[0079] Obtaining a second state signal corresponding to the rotation of the mode selection button;

[0080] Obtaining a third state signal of the handle position of the controller;

[0081] If the first state signal meets the first requirement, the second state signal meets the second requirement, and the third state signal meets the third state requirement, the network control mode is switched to the hard-wire control mode according to the first state signal, the second state signal and the third state signal.

[0082] In a specific embodiment, when the network control mode is switched to the hard-wired control mode, a first state signal of the driver's room is acquired, wherein the first state signal is determined according to whether the driver's room is activated; a second state signal corresponding to the rotation of the mode selection button is acquired, wherein the second state signal is determined according to the action of the rotation of the mode selection button; and a third state signal of the position of the handle of the master controller is acquired, wherein the third state signal is determined according to the position of the handle of the master controller. When the network control mode is switched to the hard-wired control mode, the conditions to be met are that the first state signal meets the first requirement, i.e., the driver's room is activated; the second state signal meets the second requirement, i.e., the rotation of the mode selection button is switched to the "emergency traction"; and the third state signal meets the third requirement, i.e., the position of the handle of the master controller is in the '0' position.

[0083] In a specific embodiment, when the network control mode is switched to the hard-wired control mode, a first state signal of the driver's room is acquired, wherein the first state signal is determined according to whether the driver's room is activated; a second state signal corresponding to the rotation of the mode selection button is acquired, wherein the second state signal is determined according to the action of the rotation of the mode selection button; and a third state signal of the position of the handle of the master controller is acquired, wherein the third state signal is determined according to the position of the handle of the master controller. When the network control mode is switched to the hard-wired control mode, the conditions to be met are that the first state signal meets the first requirement, i.e., the driver's room is activated; the second state signal meets the second requirement, i.e., the rotation of the mode selection button is switched to the "emergency traction"; and the third state signal meets the third requirement, i.e., the position of the handle of the master controller is in the '0' position. Figure 4 As shown in the control logic diagram of the switching of the network control mode to the hard-wired control mode, the mode selection knob is MS (the driving mode knob of the driver's room at the one-end of the vehicle is MS1, and the driving mode knob of the driver's room at the two-end of the vehicle is MS2), the zero-speed relay is ZVR1, the master controller is MC (the master controller of the driver's room at the one-end of the vehicle is MC1, and the master controller of the driver's room at the two-end of the vehicle is MC2), the brake control unit is BCU, the emergency traction relay is EMTR, the driver's room activation relay is COR, the traction control unit is DCU, the vehicle central control unit is VCU, and the emergency traction circuit breaker is EMTCB. When the driver's room is activated, the COR relay contact is closed, the mode selection knob MS is rotated and switched to the "emergency traction" position, at this time, it is necessary to ensure that the handle of the master controller is in the "0" position, if the handle is in the "traction / braking" position, the mode switching is invalid, when the speed sensor detects that the speed of the vehicle is zero, a signal is fed back to the brake control unit BCU, the brake control unit BCU outputs a current to make the zero-speed relay ZVR1 coil attract, the normally open contact is closed, the emergency traction relay EMTR is powered, at this time, the normally open contact of the emergency traction relay EMTR is closed, the judgment conditions of the zero-speed and the handle state are bypassed, so that the vehicle can continuously operate in the emergency traction mode after entering the emergency traction mode, and the normally open contact of the emergency traction relay EMTR is connected to the switch input of the VCU, the DCU and the BCU, when the normally open contact of the emergency traction relay EMTR is closed, the VCU, the DCU and the BCU receive the high level signal, the control device enters the "emergency traction" mode, and is switched to receive the hard-wired control, i.e., the hard-wired control mode.

[0084] On the basis of the above-mentioned embodiment, as a preferred embodiment, when the operation control instruction is the wake-up / sleep control instruction, the wake-up / sleep control instruction is executed, including:

[0085] Acquiring a wake-up signal generated by the host vehicle through a wake-up operation;

[0086] Based on the wake-up signal, the corresponding wake-up relay and power-on relay are powered on to realize the wake-up of itself.

[0087] or obtaining the sleep signal generated by the master vehicle through the sleep operation;

[0088] Based on the sleep signal, the corresponding sleep relay is powered on and the power-on relay is powered off to realize the sleep of itself.

[0089] In specific embodiments, the wake-up / sleep control instruction is divided into two specific instructions, the first is the wake-up instruction, and the second is the sleep instruction. When the first, the slave vehicle obtains the wake-up signal generated by the master vehicle through the wake-up operation, and the corresponding wake-up relay and power-on relay are powered on to realize the wake-up operation of the slave vehicle; when the second, the slave vehicle obtains the sleep signal generated by the master vehicle through the sleep operation, and the corresponding sleep relay is powered on and the power-on relay is powered off to realize the sleep of the slave vehicle.

[0090] In specific embodiments, the wake-up / sleep control instruction is divided into two specific instructions, the first is the wake-up instruction, and the second is the sleep instruction. When the first, the slave vehicle obtains the wake-up signal generated by the master vehicle through the wake-up operation, and the corresponding wake-up relay and power-on relay are powered on to realize the wake-up operation of the slave vehicle; when the second, the slave vehicle obtains the sleep signal generated by the master vehicle through the sleep operation, and the corresponding sleep relay is powered on and the power-on relay is powered off to realize the sleep of the slave vehicle. Figure 5 As shown in the figure, the low-voltage battery is LV-BATTERY, the wake-up / sleep knob is TAS (the wake-up / sleep knob in the driver's room of the first end of the vehicle is TAS1, and the wake-up / sleep knob in the driver's room of the second end of the vehicle is TAS2), the sleep relay is SLR, the wake-up relay is WUR, the power-on contactor is POK, the power battery management unit is BMS, and the vehicle power-on fuse is POVCB. When the driver operates the wake-up / sleep knob TAS of the master vehicle to wake up the vehicle, the wake-up signal can be given to the slave vehicle through the hardwire "hitch wake-up" to make the wake-up relay (WUR) and the power-on contactor (POK) of the slave vehicle powered on, the corresponding contact closed, the low-voltage battery of the slave vehicle supplies power to the BMS of the power battery, and the power battery of the slave vehicle is woken up. When the driver operates the master vehicle to sleep the vehicle, the sleep signal can be given to the slave vehicle through the hardwire "hitch sleep" to make the sleep relay (SLR) of the slave vehicle powered on, the contact of the SLR closed to realize self-locking, the normally closed contact opened, the wake-up relay WUR is a power-off delay relay, the contact opened after the delay ends, the low-voltage battery of the slave vehicle cannot supply power to the power-on contactor of the slave vehicle, and the power-on contactor cannot be powered from the master vehicle due to the disappearance of the "hitch wake-up" signal of the master vehicle. The power-on contactor (POK) is powered off, the contact is opened, the low-voltage battery of the slave vehicle stops supplying power to the BMS of the power battery, and the power battery enters the sleep state and stops discharging.

[0091] On the basis of the above embodiment, as a preferred embodiment, when the operation control instruction is the master-slave vehicle cab interlocking control instruction, the master-slave vehicle cab interlocking control instruction is executed, including:

[0092] Obtaining the signal of the corresponding key relay powered on generated by the key start of the master vehicle;

[0093] The signal of the key relay being powered up makes the hitching key interlock relay powered up through the hitching key interlock circuit, so as to realize the master-slave vehicle cab interlock.

[0094] In a specific embodiment, as shown in Figure 6 , 7 , the hitching key interlock relay is KSLR, the master controller is MC, the key relay is KSR (the one-end key relay of the vehicle is KSR1, and the two-end key relay of the vehicle is KSR2), and the cab activation relay is COR.

[0095] In the four cabs of the two vehicles in the hitching state, the normally closed contact of the key relay KSR is disconnected, so that the master controller of the other cab of the vehicle cannot be activated to realize the interlock. At the same time, the normally open contact of the key relay KSR is closed, and through the “hitching key interlock” circuit, the hitching key interlock relay KSLR of the slave vehicle is powered up, and the normally closed contact of the hitching key interlock relay KSLR is connected to the activation loop of the master controller. At this time, due to the power supply of the relay, the normally closed contact is disconnected, and the master controller of the slave vehicle cannot be activated to realize the interlock. When the master vehicle uses the key to open the master controller in any end cab, the KSR1 and KSR2 relays of the master vehicle are necessarily powered up, so that the corresponding contact is closed. At this time, the hitching key interlock relay KSLR of the slave vehicle is powered up through the “hitching key interlock” circuit. The two normally closed contacts of the KSLR are disconnected, so that the master controller of any end cab of the slave vehicle cannot be opened by the key, and the key relay and the COR relay of the slave vehicle cannot be powered up. The important controls such as traction, braking, and direction selection of the vehicle can only be operated and controlled by the master controller under the premise that the COR relay is powered up, so as to realize the master-slave vehicle driving control interlock without the network.

[0096] On the basis of the above embodiment, as a preferred embodiment, when the running control instruction is the traction braking and running direction control instruction, the traction braking and running direction control instruction is executed, including:

[0097] obtaining a running action signal generated by the action of the driving handle of the master vehicle;

[0098] based on the running action signal, powering up the corresponding relay to realize the traction braking of itself.

[0099] or obtaining a direction action signal generated by the action of the direction handle of the master vehicle;

[0100] based on the direction action signal, powering up the corresponding relay to realize the direction control of itself.

[0101] In a specific embodiment, the vehicle controller has two operating handles, one is a steering handle and the other is a driving handle. The forward and backward commands of the steering handle are connected to the slave vehicle via hard wires, so that the slave vehicle's traction system can directly receive the directional commands of the master vehicle.

[0102] like Figure 8 As shown, the driver's control unit is MC, the driver's cab activation relay is COR, the brake control unit is BCU, and the traction control unit is DCU. Controlled by the driver's cab activation relay contacts, only the activated driver's control unit can send commands. In "emergency traction" mode, the brake control unit and traction control unit are controlled by hard-wired commands from the driver's control unit. For traction braking commands, a two-stage adjustment is used when network communication is interrupted: pushing the driver's handle to the traction position sends a traction command; pushing the handle to the maximum traction position sends a 100% traction command. The same applies to braking. The brake control units and traction control units of the master and slave vehicles can receive switch input signals. The traction command, 100% traction command, braking command, and 100% braking command are hard-wired to the slave vehicle. When the slave vehicle receives both the traction / braking command and the 100% traction / braking command simultaneously, both the master and slave vehicles apply 100% traction / braking simultaneously; when the slave vehicle only receives the traction / braking command, both the master and slave vehicles apply 50% traction / braking simultaneously.

[0103] It should be noted that under normal conditions, the traction or braking command is determined by the position of the handle. When the condition is abnormal, that is, when there is a communication failure, the traction command includes 100% traction command; the braking command includes 100% braking command.

[0104] Based on the above embodiments, as a preferred embodiment, receiving the simultaneous braking control command transmitted by the main vehicle through the emergency braking hard-wire circuit, and executing the simultaneous braking control command, includes:

[0105] Obtain the first coupling signal corresponding to the coupling switch in the driver's cab of the main vehicle;

[0106] Obtain the second coupling signal corresponding to the coupling switch in its own cab;

[0107] If both the first and second coupling signals are abnormal, simultaneous braking is achieved according to the simultaneous braking control command, the first coupling signal, and the second coupling signal.

[0108] In specific embodiments, such as Figure 9As shown, the coupling knob is CTS, the emergency brake relay is EBR, the brake control unit is BCU, and the traction control unit is DCU. The emergency brake function is a disconnection trigger. When the default other factors causing emergency braking are normal, the emergency brake circuit is in a conduction state. When a single vehicle is running, the contacts of the coupling knob CTS in the driver's room at both ends are in a closed state, and the emergency brake relay EBR of the vehicle is controlled by the emergency brake condition of the vehicle. When the two vehicles are coupled, the coupling knob of the main vehicle is operated, and its normally closed contact is disconnected. Since the slave vehicle coupling knob CTS is not operated, its normally closed contact remains closed. At this time, the main vehicle emergency brake relay EBR needs to pass through the slave vehicle coupling knob CTS normally closed contact through the coupling jumper line, and then flow through the coupling jumper line to get electricity. The slave vehicle emergency brake relay EBR needs to pass through the slave vehicle coupling knob CTS normally closed contact through the coupling jumper line to get electricity. When the electrical coupling between the master and slave vehicles is disconnected, the master and slave vehicle emergency brake relays EBR cannot get electricity (that is, the first coupling signal and the second coupling signal are both abnormal), resulting in the disconnection of the emergency brake signal in the switch quantity input signal of the brake control unit BCU and the traction control unit DCU of the master and slave vehicles. The master and slave vehicles simultaneously apply emergency braking.

[0109] According to the above-mentioned embodiments, the corresponding logic diagram of the instruction execution between the master vehicle and the slave vehicle is as shown in Figure 10

[0110] ​The application provides a control method for double-vehicle connection of straddle-type monorail vehicles, which is applied to a slave vehicle having a first communication line and a first hard-wired loop with a driver's cab controller and a central control unit of a master vehicle, wherein a connection cross-over line between the slave vehicle and the master vehicle comprises a second communication line and a second hard-wired loop, the second hard-wired loop comprises an emergency braking hard-wired loop and other straddle-type monorail vehicle control hard-wired loops, and the method comprises the following steps: obtaining a communication state between the master vehicle and the slave vehicle; if the communication state between the master vehicle and the slave vehicle is normal, receiving a control instruction transmitted by the master vehicle through the communication line according to a network control mode, and executing the control instruction; and if the communication state between the master vehicle and the slave vehicle is abnormal, switching the network control mode to a hard-wired control mode, receiving a control instruction transmitted by the master vehicle through the hard-wired loop according to the hard-wired control mode, and executing the control instruction. The application provides a double-vehicle control scheme for an engineering vehicle in a double-vehicle connection state and a network interruption condition. When the communication line between the two vehicles is interrupted, the master vehicle can realize basic operation control of the slave vehicle through the hard-wired loop, and personnel in the slave vehicle are not required to perform corresponding operation. When the communication line of the slave vehicle is faulty, the hard-wired loop is used to control functions such as double-machine wake-up, sleep, forward movement, backward movement, traction and braking of the slave vehicle. The two vehicles can realize double-vehicle emergency braking operation by pressing an emergency braking button of any vehicle through the emergency braking loop, and can realize automatic emergency braking of the two vehicles when the connection is disconnected in the connection state. In the activation operation, the key interlocking operation of the double machines is realized through the hard-wired interlocking loop, and the connection state of the connection hard-wired loop can be judged through the connection hard-wired loop penetrating the coupler, and information can be fed back to the controller terminal.

[0111] For the master-slave engineering vehicle switching control right and key interlocking function in the double-vehicle connection control, the application is realized through a pure hard-wired loop, and can still be used when the vehicle communication line is faulty, and no additional selection switch is required. For the double-vehicle connection control, when the communication line of the single vehicle or the double vehicles is faulty, the hard-wired loop can still be used to realize control of functions such as wake-up, sleep, forward movement, backward movement, traction and braking of the slave vehicle, and the hard-wired loop can be used to expand other functions. For the double-vehicle connection control, the connection state of the double machines can be judged through the connection hard-wired loop penetrating the two vehicles, and a signal can be sent to the control terminal. For the double-vehicle connection control, the emergency braking loop hard-wired loop penetrating the two vehicles can be used to control the state of the two vehicles in an emergency without additionally setting a coupler connection detection circuit, thereby greatly ensuring the safety of the double-vehicle connection.

[0112] In the above embodiment, a control method for double-vehicle connection of straddle-type monorail vehicles is described in detail, and the application also provides a corresponding embodiment of a control device for double-vehicle connection of straddle-type monorail vehicles. Since the embodiment of the device part corresponds to the embodiment of the method part, the embodiment of the device part is described in the description of the embodiment of the method part, which is not described here.

[0113] The control method and device for double-vehicle connection of straddle-type monorail vehicles are described in detail above. Each embodiment in the specification is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts of each embodiment can be understood by referring to each other. For the device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and the relevant parts can be understood by referring to the method part. It should be pointed out that, for those skilled in the art, without departing from the principles of the present application, the present application can be improved and modified in several ways, and these improvements and modifications also fall within the protection scope of the claims of the present application.

[0114] It should also be noted that in this specification, relationship terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without further limitation, the element defined by the statement "including a" does not exclude the presence of other identical elements in the process, method, article or device including the element.

Claims

1. A control method for twin-car coupling of a straddle-type monorail vehicle, characterized in that, A slave vehicle is used in connection with the driver's cab controller and central control unit of the main vehicle via a first communication line and a first hard-wired circuit. The coupling jumper between the slave vehicle and the main vehicle includes a second communication line and a second hard-wired circuit. The second hard-wired circuit includes an emergency braking hard-wired circuit and other straddle-type monorail vehicle control hard-wired circuits, including: Obtain the communication status between the master vehicle and the slave vehicle; If the communication between the master vehicle and the slave vehicle is normal, then the master vehicle receives the control command transmitted through the communication line according to the network control mode and executes the control command. If the communication status between the master vehicle and the slave vehicle is abnormal, the network control mode is switched to hard-wired control mode, and the control command transmitted by the master vehicle through the hard-wired loop is received and executed according to the hard-wired control mode. The communication status between the master vehicle and the slave vehicle is abnormal, including: The communication line between the master vehicle and the slave vehicle is faulty, but the electrical connection is normal; Accordingly: The control command transmitted by the master vehicle through the hard-wired circuit is received according to the hard-wired control mode, and the control command is executed as follows: According to the hard-wired control mode, the master vehicle receives the operation control command transmitted through the first hard-wired circuit, and executes the operation control command; The abnormal communication status between the master vehicle and the slave vehicle also includes: The communication line between the master vehicle and the slave vehicle is faulty, and the electrical connection is also faulty; Accordingly: The control command transmitted by the master vehicle through the hard-wired circuit is received according to the hard-wired control mode, and the control command is executed as follows: According to the hard-wired control mode, the master vehicle receives the simultaneous braking control command transmitted through the emergency braking hard-wired circuit, and executes the simultaneous braking control command.

2. The control method for twin-car coupling of a straddle-type monorail vehicle according to claim 1, characterized in that, Switching the network control mode to hardwired control mode includes: Obtain the first status signal from the driver's cab; Obtain the second state signal corresponding to the rotation of the mode selection button; Acquire the third status signal of the driver's controller handle position; If the first status signal meets the first requirement, the second status signal meets the second requirement, and the third status signal meets the third status requirement, then the network control mode is switched to the hardwired control mode based on the first status signal, the second status signal, and the third status signal.

3. The control method for twin-car coupling of a straddle-type monorail vehicle according to claim 1, characterized in that, When the operation control instruction is a wake-up / sleep control instruction, the wake-up / sleep control instruction is executed, including: Obtain the wake-up signal generated by the main vehicle through the wake-up operation; The wake-up signal powers on the corresponding wake-up relay and power-on relay to enable the wake-up function.

4. The control method for twin-car coupling of a straddle-type monorail vehicle according to claim 3, characterized in that, When the operation control instruction is the wake-up / sleep control instruction, the wake-up / sleep control instruction is executed, and the method further includes: Obtain the sleep signal generated by the host vehicle through the sleep operation; The corresponding sleep relay is powered on based on the sleep signal, and the powered-on relay is de-powered in order to achieve its own sleep state.

5. The control method for twin-car coupling of a straddle-type monorail vehicle according to claim 1, characterized in that, When the operation control command is a master-slave cab interlock control command, the master-slave cab interlock control command is executed, including: Obtain the signal that the corresponding key relay is powered on when the main vehicle opens the driver's controller by key; The signal that powers on the key relay is transmitted through the key interlock circuit to power on the key interlock relay, thereby enabling interlocking between the driver's cab and the slave's cab.

6. The control method for twin-car coupling of a straddle-type monorail vehicle according to claim 1, characterized in that, When the operation control command is a traction braking and running direction control command, then the traction braking and running direction control command is executed, including: Acquire the operating action signal of the main vehicle generated by the movement of the driving handle; The corresponding relay is energized based on the operation signal to achieve its own traction braking.

7. The control method for twin-car coupling of a straddle-type monorail vehicle according to claim 3, characterized in that, When the operation control command is traction braking and running direction control, then executing the traction braking and running direction control further includes: Acquire the steering action signal generated by the movement of the steering handle of the main vehicle; The corresponding relay is energized based on the directional action signal in order to achieve its own directional control.

8. The control method for twin-car coupling of a straddle-type monorail vehicle according to claim 1, characterized in that, The process of receiving the simultaneous braking control command transmitted by the main vehicle through the emergency braking hard-wire circuit, and executing the simultaneous braking control command, includes: Obtain the first coupling signal corresponding to the coupling switch in the driver's cab of the main vehicle; Obtain the second coupling signal corresponding to the coupling switch in its own cab; If both the first coupling signal and the second coupling signal are abnormal, then simultaneous braking is achieved according to the simultaneous braking control command, the first coupling signal, and the second coupling signal.

9. A straddle-type monorail vehicle double-car coupling device for implementing the steps of the straddle-type monorail vehicle double-car coupling method as described in any one of claims 1-8.

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