Modular vehicle spliced vehicle master-slave control method and system

Abstract

The present application relates to the technical field of modular vehicle splicing, and particularly to a master-slave control method and system for modular vehicle splicing train, wherein the present application utilizes the first CAN bus to realize the communication between each vehicle, detects the online condition or fault condition of the master vehicle by the slave vehicle, and takes over as the master vehicle by the slave vehicle after the master vehicle appears the situation of node loss or fault, thereby effectively avoiding the situation that the train is difficult to be controlled due to no master vehicle.

Description

Technical Field

[0001] This invention relates to the field of modular vehicle assembly technology, and in particular to a master-slave control method and system for modular vehicle assembly train sets. Background Technology

[0002] Traditional ground equipment, such as launch vehicles, radar vehicles, command vehicles, and power supply vehicles, are mostly custom-designed for specific applications. Once their form is determined, their purpose is fixed, making them unable to adapt to complex and ever-changing application environments. The same applies to other types of heavy-duty vehicles; they can only operate independently and cannot be combined with other vehicles to expand their uses. Currently, my country's demand for modular transport vehicles—which can be expanded in function and performance through assembly and can also operate independently—is surging in the military, logistics, and chemical industries. Reliable and intelligent modular vehicle assembly technology still has significant room for improvement in my country.

[0003] Existing technologies provide modular vehicle splicing techniques, such as using electromagnetic devices. One vehicle in a vehicle group receives a request from another vehicle. After determining that the environmental information meets preset conditions, the first vehicle requests the speed and other parameters of the other vehicle. When the electromagnetic device is detected to be connected, the splicing is completed.

[0004] Existing technologies do not provide solutions for handling malfunctions in the main control vehicle of a modular assembly train, making it difficult to address situations where the main control vehicle in the train malfunctions. Summary of the Invention

[0005] Based on the above analysis, the present invention aims to provide a master-slave control method and system for modular vehicle assembly train sets, so as to solve the technical problem in the prior art that it is difficult to handle the situation where the master vehicle in the train set fails.

[0006] The technical solution provided by this invention is:

[0007] On one hand, embodiments of the present invention provide a master-slave control method for modular vehicle assembly train sets, including:

[0008] Each vehicle in the train group sends its own vehicle information to the first controller local area network CAN bus. The vehicle information includes: the vehicle serial number and the vehicle online information.

[0009] The main control vehicle within the vehicle group further sends main control vehicle information to the first CAN bus. The main control vehicle information includes: the main control vehicle serial number and the main control vehicle online information.

[0010] If the master vehicle detects that the vehicle's online information of all other vehicles on the first CAN bus is interrupted, it sends a master vehicle fault message to the first CAN bus.

[0011] After a slave vehicle in the vehicle group detects an interruption in the online information of the master vehicle on the first CAN bus, it determines that the master vehicle has lost its role as a node on the first CAN bus, or detects fault information of the master vehicle.

[0012] According to a preset master-slave control switching strategy, the slave vehicle determines that it meets the conditions to become the new master vehicle, and then sets itself as the new master vehicle.

[0013] Preferably, the process of each vehicle in the vehicle group sending vehicle information to the first controller local area network (CAN bus) includes:

[0014] Each vehicle uses a pre-assigned CAN ID (a type of controller local area network identifier) ​​corresponding to its vehicle serial number to send vehicle information.

[0015] The main control vehicle within the train further sends main control vehicle information to the first CAN bus, including:

[0016] The master vehicle uses a pre-assigned second-type CAN ID corresponding to the master vehicle serial number to send the master vehicle information.

[0017] Preferably, the vehicle online information includes: life information of the first type of CAN ID corresponding to the vehicle serial number;

[0018] The online information of the master vehicle includes: the life information of the second type of CAN ID corresponding to the serial number of the master vehicle.

[0019] Preferably, a top-level control source is preset for each vehicle, and each vehicle is connected to the top-level control source via a second CAN bus.

[0020] Preferably, the master vehicle is selected according to a preset selection strategy;

[0021] The preset selection strategy includes:

[0022] The master control vehicle is designated by a preset master control top-level control source; the master control top-level control source is selected from multiple vehicle-specific top-level control sources;

[0023] The method further includes:

[0024] The master control top-level control source sends the master control vehicle serial number specified by the master control vehicle setting instruction to the corresponding vehicle through the second CAN bus, and the corresponding vehicle sends the master control vehicle serial number to the first CAN bus;

[0025] Each vehicle receives the master vehicle serial number from the first CAN bus and determines whether the master vehicle serial number is its own vehicle serial number. If so, it determines that its own vehicle is the master vehicle; otherwise, it determines that its own vehicle is a slave vehicle.

[0026] Alternatively, the master vehicle setting strategy includes:

[0027] If the main control top-level control source does not specify a main control vehicle, then the last vehicle with the largest vehicle number is preset to be the main control vehicle.

[0028] The method further includes:

[0029] Each vehicle determines whether it is the last vehicle based on the master vehicle setting instruction being empty. If so, it further determines whether its vehicle number is the largest based on the vehicle numbers of other vehicles obtained from the first CAN bus. If so, it determines that it is the master vehicle; otherwise, it determines that it is the slave vehicle.

[0030] Preferably, the preset master-slave control switching strategy includes:

[0031] The vehicle with the highest preset vehicle number will be the new master vehicle.

[0032] The slave vehicle determines, according to a preset master-slave control switching strategy, that it meets the conditions to become the new master vehicle, including:

[0033] The slave vehicle determines whether its own vehicle number is the largest based on the vehicle serial numbers of other vehicles detected as online nodes on the first CAN bus. If it is, the slave vehicle is determined to be the master vehicle; otherwise, the slave vehicle is determined to be the slave vehicle.

[0034] Preferably, after each vehicle in the vehicle group sends its vehicle information to the first CAN bus, the method further includes:

[0035] After the slave vehicle detects that the CAN IDs of all other vehicles in the vehicle group have been lost on the first CAN bus, it resets its own power torque to zero and reports a fault message indicating a fatal fault to the first CAN bus. After the master vehicle detects the fault message reported by the slave vehicle, it determines whether the number of vehicles reporting a fatal fault is greater than a preset value. If so, it determines that the vehicle group has a fatal fault and instructs all vehicles to reset their power torque to zero; otherwise, it instructs other vehicles to provide power to the vehicles that reported the fatal fault.

[0036] After the master vehicle detects that the life information of the CAN ID of the slave vehicle on the first CAN bus is interrupted, it determines that the vehicle corresponding to the CAN ID with interrupted life information is a lost node on the CAN bus. The master vehicle determines whether the number of slave vehicles detected as lost nodes is greater than a preset value. If so, it determines that the vehicle group has a fatal fault and instructs all vehicles to reset their power torque to zero. Otherwise, it instructs other vehicles to provide power to the vehicle that reported the fatal fault.

[0037] Preferably, after the master vehicle detects an interruption in its vehicle online information for all other vehicles on the first CAN bus, the method further includes:

[0038] The master control vehicle will reset the vehicle's power torque to zero.

[0039] On the other hand, embodiments of the present invention provide a modular vehicle assembly vehicle master-slave control system, comprising:

[0040] A vehicle group consisting of multiple modular vehicles and a first CAN bus, wherein each vehicle in the vehicle group is connected to the first CAN bus;

[0041] Each vehicle in the vehicle group is adapted to send vehicle information to the first controller local area network CAN bus, the vehicle information including: the vehicle serial number and the vehicle online information;

[0042] The main control vehicle within the vehicle group is further adapted to send main control vehicle information to the first CAN bus, the main control vehicle information including: main control vehicle serial number and main control vehicle online information;

[0043] If the master vehicle detects that the vehicle's online information of all other vehicles on the first CAN bus is interrupted, it sends a master vehicle fault message to the first CAN bus.

[0044] The slave vehicle in the vehicle group is adapted to determine that the master vehicle has lost its node on the first CAN bus or detect fault information of the master vehicle after detecting that the online information of the master vehicle is interrupted on the first CAN bus.

[0045] The slave vehicle is further adapted to be set as the new master vehicle after determining that it meets the conditions to be the new master vehicle according to a preset master-slave control switching strategy.

[0046] Preferably, the system further includes: multiple top-level control sources corresponding one-to-one with each vehicle; each vehicle is connected to its corresponding top-level control source via a second CAN bus; the top-level control source is adapted to designate a master vehicle and send a master vehicle setting instruction indicating the master vehicle number to the corresponding vehicle via the second CAN bus.

[0047] In the technical solution provided by the embodiments of the present invention, communication between various vehicles is realized by using a first CAN bus. The slave vehicle detects the online status or fault status of the master vehicle. When the master vehicle loses a node or goes offline or fails, the slave vehicle takes over and becomes the master vehicle, thereby effectively avoiding the situation where the train group is difficult to control due to the absence of a master vehicle.

[0048] In the technical solution provided by the embodiments of the present invention, the configuration of each modular vehicle can be completely identical, and each modular vehicle can work independently or be spliced ​​into a vehicle group without major changes to the vehicle's hardware and software. It does not require the addition of an extra dispatch center or mobile network, and can realize master-slave control of modular vehicles in the spliced ​​vehicle group, and has the function of master-slave control transfer. The vehicle group can continue to work when some vehicles in the group fail. It has good practicality and is convenient and easy to implement.

[0049] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained from what is particularly pointed out in the description and drawings. Attached Figure Description

[0050] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0051] Figure 1 This is a flowchart of the modular vehicle assembly vehicle master-slave control method in an embodiment of the present invention;

[0052] Figure 2 This is a schematic diagram of the modular vehicle assembly train master-slave control system in an embodiment of the present invention;

[0053] Figure 3 This is a structural example of the master-slave control system for modular vehicle assembly trains in an embodiment of the present invention;

[0054] Figure 4 This is a second example of the structure of the modular vehicle assembly train master-slave control system in this embodiment of the invention;

[0055] Figure 5 This is an embodiment of the present invention. Figure 4 The diagram shows an example of the electrical connections between the current vehicle and the vehicles in front and behind.

[0056] Figure 6 This is a flowchart in an embodiment of the present invention for processing changes or errors in the vehicle sequence number before and after the current vehicle is detected when the vehicle group is in a powered-on or driving state;

[0057] Figure 7 These are three structural examples of the master-slave control system for modular vehicle assembly trains in this embodiment of the invention;

[0058] Figure 8 This is an example flowchart of setting up the master vehicle in an embodiment of the present invention;

[0059] Figure 9 This is a flowchart illustrating the process of a slave vehicle taking over from a master vehicle in an embodiment of the present invention.

[0060] Figure 10 This is an example diagram of the processing flow for the master vehicle to detect fault information in an embodiment of the present invention;

[0061] Figure 11 This is an example flowchart of the main control vehicle's handling of faults occurring within the train group in an embodiment of the present invention. Detailed Implementation

[0062] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and, together with the embodiments of the present invention, serve to illustrate the principles of the present invention.

[0063] This invention provides a master-slave control method for modular vehicle assembly train sets, see [link to relevant documentation]. Figure 1 , Figure 1 This is a flowchart of the modular vehicle assembly group master-slave control method in an embodiment of the present invention. Each vehicle in the group is connected to the same first controller area network (CAN) bus. The process may include:

[0064] Step 101: Each vehicle in the vehicle group sends its vehicle information to the first controller local area network CAN bus. The vehicle information may include: the vehicle serial number and the vehicle online information.

[0065] In this embodiment of the invention, each vehicle uses a pre-assigned Class 1 Controller Area Network Identifier (CAN ID) corresponding to its vehicle serial number to send its vehicle information.

[0066] Step 102: The main control vehicle in the vehicle group further sends main control vehicle information to the first CAN bus. The main control vehicle information includes: main control vehicle serial number and main control vehicle online information.

[0067] In this embodiment of the invention, the master vehicle uses a pre-assigned second type CAN ID corresponding to the master vehicle serial number to send the master vehicle information.

[0068] In this embodiment of the invention, a top-level control source can be preset for each vehicle, and each vehicle is connected to the top-level control source via a second CAN bus.

[0069] In this embodiment of the invention, the preset selection strategy includes:

[0070] The master control vehicle is designated by a preset master control top-level control source; the master control top-level control source is selected from multiple vehicle-specific top-level control sources;

[0071] Specific master vehicle selection schemes may include: the master top-level control source sends the master vehicle serial number specified by the master vehicle setting instruction to the corresponding vehicle through the second CAN bus, and the corresponding vehicle sends the master vehicle serial number to the first CAN bus;

[0072] Each vehicle receives the master vehicle serial number from the first CAN bus and determines whether the master vehicle serial number is its own vehicle serial number. If so, it determines that its own vehicle is the master vehicle; otherwise, it determines that its own vehicle is a slave vehicle.

[0073] Alternatively, the master vehicle setting strategy includes:

[0074] If the main control top-level control source does not specify a main control vehicle, then the last vehicle with the largest vehicle number is preset to be the main control vehicle.

[0075] The specific master vehicle selection scheme may include: each vehicle determines whether it is the last vehicle based on the master vehicle setting instruction being empty; if so, it further determines whether its vehicle number is the largest based on the vehicle numbers of other vehicles obtained from the first CAN bus; if so, it determines that it is the master vehicle; otherwise, it determines that it is the slave vehicle.

[0076] Step 103: If the master vehicle detects that the online information of its own vehicle of all other vehicles on the first CAN bus is interrupted, then the master vehicle fault information is sent to the first CAN bus.

[0077] In this embodiment of the invention, if the master vehicle or slave vehicle detects that the vehicle's online information of all other vehicles on the first CAN bus is interrupted, the power torque of the vehicle is reset to zero, and fault information indicating a fatal fault of the vehicle is reported to the first CAN bus.

[0078] Step 104: After the slave vehicle in the vehicle group detects an interruption in the online information of the master vehicle on the first CAN bus, it determines that the master vehicle has lost its node on the first CAN bus, or detects fault information of the master vehicle.

[0079] In this embodiment of the invention, a first CAN bus is used to realize communication between vehicles. Each vehicle needs to be assigned a CAN ID, designated as a first-class CAN ID. For the master vehicle, a second-class CAN ID needs to be pre-assigned; therefore, the master vehicle has two CAN IDs. Slave vehicles will detect the life information of the master vehicle's second-class CAN ID. Specifically, this second-class CAN ID is designated as CAN ID0. The master vehicle will periodically send the life information of CAN ID0, such as sequentially sending its life information from 0 to 255. If a slave vehicle detects that the life information of CAN ID0 is no longer being updated, it determines that the master vehicle corresponding to CAN ID0 has been lost as a node.

[0080] Similarly, if the master vehicle detects that the online information of all other vehicles in the vehicle group is interrupted, that is, the first type CAN ID corresponding to each vehicle is no longer updated, it is determined that the other vehicles have lost their nodes on the first CAN bus.

[0081] Step 105: The slave vehicle determines that it meets the conditions to be the new master vehicle according to the preset master-slave control switching strategy, and then sets itself as the new master vehicle.

[0082] In this embodiment of the invention, the preset master-slave control transition strategy may include: preset the vehicle with the largest vehicle serial number as the new master vehicle; then step 105 may include:

[0083] The slave vehicle determines whether its own vehicle number is the largest based on the vehicle serial numbers of other vehicles detected as online nodes on the CAN bus. If it is, the slave vehicle is determined to be the master vehicle; otherwise, the slave vehicle is determined to be the slave vehicle.

[0084] This invention also provides a modular vehicle assembly train master-slave control system, applied to the modular vehicle assembly train master-slave control method provided in the above-described embodiments of this invention. See also Figure 2 , Figure 2 This is a schematic diagram of the master-slave control system for modular vehicle assembly trains in an embodiment of the present invention. Figure 2 The system shown may include:

[0085] A vehicle group composed of multiple modular vehicles and a first CAN bus;

[0086] Each vehicle in the train group is connected to the first CAN bus.

[0087] Each vehicle in the vehicle group is adapted to send vehicle information to the first CAN bus, the vehicle information including: the vehicle serial number and the vehicle online information;

[0088] The main control vehicle within the vehicle group is further adapted to send main control vehicle information to the first CAN bus, the main control vehicle information including: main control vehicle serial number and main control vehicle online information;

[0089] If the master vehicle detects that the vehicle's online information of all other vehicles on the first CAN bus is interrupted, it sends a master vehicle fault message to the first CAN bus.

[0090] The slave vehicle in the vehicle group is adapted to determine that the master vehicle has lost its node on the first CAN bus or detect fault information of the master vehicle after detecting that the online information of the master vehicle is interrupted on the first CAN bus.

[0091] The slave vehicle is further adapted to be set as the new master vehicle after determining that it meets the conditions to be the new master vehicle according to a preset master-slave control switching strategy.

[0092] In this embodiment of the invention, the electrical connection between the vehicles within the vehicle group can be a common connection to the first CAN bus, and the vehicles can be connected to each other via digital signal lines. In this application, the functions of each vehicle can be executed by the vehicle controller on each vehicle.

[0093] See Figure 3 , Figure 3 This is a structural example of the master-slave control system for modular vehicle assembly lines in an embodiment of the present invention. In this system:

[0094] Each vehicle in the train set includes a vehicle controller, which may include: an input module, an output module, a CAN bus communication interface, and a control processor;

[0095] The input module of each vehicle can be connected to the output module of the preceding vehicle and / or the following vehicle via the digital signal line, and the output module of each vehicle can be connected to the input module of the preceding vehicle and / or the following vehicle via the digital signal line; and each vehicle is connected to the first CAN bus via its own CAN bus communication interface.

[0096] See Figure 4 , Figure 4 This is a second structural example of the master-slave control system for modular vehicle assembly lines in an embodiment of the present invention. In this system:

[0097] Each vehicle's input module may include: a first input interface and a second input interface; each vehicle's output module may include: a first output interface and a second output interface;

[0098] The first input interface of each vehicle can be connected to the first output interface of the preceding vehicle via the digital signal line; the second input interface of the current vehicle can be connected to the second output interface of the following vehicle via the digital signal line; the first output interface of the current vehicle can be connected to the first input interface of the following vehicle via the digital signal line; and the second output interface of the current vehicle can be connected to the second input interface of the preceding vehicle via the digital signal line.

[0099] The control processor of each vehicle is connected to the first input interface, the second input interface, the first output interface, the second output interface, and the CAN bus communication interface of each vehicle.

[0100] See Figure 5 , Figure 5 This is an embodiment of the present invention. Figure 4 This diagram illustrates the electrical connections between the current vehicle and the vehicles in front and behind. See also... Figure 5 In this embodiment of the invention, for example, eight digital signal lines are allocated to each vehicle. Four digital signal lines are used as digital signal input lines, and the other four are used as digital signal output lines. Of the four digital signal input lines, three are allocated for the current vehicle to receive a preceding vehicle's vehicle number identification signal, indicating the preceding vehicle's number; one is allocated for the current vehicle to receive a following vehicle's vehicle number identification signal, indicating the following vehicle's number. Of the four digital signal output lines, three are allocated for the current vehicle to send a following vehicle's current vehicle number identification signal, indicating the current vehicle's number; and one is allocated for the current vehicle to send the preceding vehicle's current vehicle number identification signal. Since the three allocated digital signal input lines can represent eight binary digits (000-111), the maximum number of vehicles that can be included in this vehicle group is eight. In practical applications, the number of digital signal lines can be allocated as needed.

[0101] In this embodiment of the invention, for the first vehicle in the train, the digital signal received by its first input interface can be preset to 000. When the first vehicle is the current vehicle, after receiving the 000 digital signal, the vehicle controller, according to a preset identification strategy, knows that it is the first vehicle and the default vehicle number is 1. The vehicle controller then sets the level of the three digital signal output lines connected to the first output interface to output a vehicle number identification signal 001 indicating vehicle number 1 to the following vehicle. For the last vehicle in the train, the digital signal received by its second input interface is at a low level for a preset duration. When the last vehicle is the current vehicle, according to the preset identification strategy, it knows that it is the last vehicle. Its vehicle controller raises the level of the digital signal output line connected to the second output interface eight times to send a tail vehicle number identification signal indicating the tail vehicle's vehicle number to the preceding vehicle. For intermediate vehicles, as the current vehicle, the vehicle controller can identify the preceding vehicle's vehicle number based on the received preceding vehicle number identification signal and send the current vehicle number to the preceding and following vehicles through the corresponding digital signal lines.

[0102] In practical applications, the electrical connection between the preceding vehicle and the current vehicle can also be achieved using a single digital signal input line. The number of times the preceding vehicle's sequence number is pulled high represents the preceding vehicle's sequence number. Since pulling the high level takes time, the current vehicle can wait for the preceding vehicle's sequence number recognition signal and / or the following vehicle's sequence number recognition signal to stabilize before identifying the preceding vehicle's sequence number and / or the following vehicle's sequence number. This can include:

[0103] If the vehicle sequence number identification signal of the preceding vehicle and / or the vehicle sequence number identification signal of the following vehicle changes within a preset time period after being received, no identification is performed. If the vehicle sequence number identification signal of the preceding vehicle and / or the vehicle sequence number identification signal of the following vehicle does not change within the next preset time period after the change ends, the vehicle controller will identify the vehicle sequence number of the preceding vehicle and / or the vehicle sequence number of the following vehicle.

[0104] Based on the above Figure 5 Taking the electrical connection between the vehicles as an example, the time required for the vehicle controller of the rear vehicle to raise the digital signal input line 4 level is set as T1, and the waiting time is T2. T2 is greater than T1. If the level changes within the T2 time, no recognition is made, and the system waits for the next T1+T2. If the level does not change within the T2 time, the number of times the level is raised within the T1 time is taken as the vehicle number of the rear vehicle.

[0105] In this embodiment of the invention, if the current vehicle is not the last vehicle, its vehicle controller can also detect whether the sequence number of the following vehicle is correct based on its own identified vehicle sequence number; if the current vehicle is not the first vehicle, its vehicle controller can monitor changes in the sequence number of the preceding vehicle.

[0106] See Figure 6 , Figure 6This is a flowchart illustrating how to handle changes or errors in vehicle serial numbers before and after detection when the vehicle group is powered on or in motion, as described in this embodiment of the invention. The flowchart may include the following steps:

[0107] Step 601: The current vehicle controller identifies the serial number of the preceding vehicle and / or the serial number of the following vehicle.

[0108] Step 602a: The current vehicle controller detects whether the serial number of the preceding vehicle has changed. If yes, proceed to step 603; otherwise, proceed to step 605.

[0109] Step 602b: The current vehicle controller detects whether the serial number of the following vehicle is incorrect. If so, proceed to step 603; otherwise, proceed to step 605.

[0110] The execution of steps 602a and 602b above can be done in any order, depending on the actual situation.

[0111] Step 603: The current vehicle controller sends the corresponding serial number status information to the CAN bus.

[0112] In practice, the sequence status information can be a status code indicating the corresponding status. Status codes can be preset, such as: sequence status code 1, indicating that the following vehicle has an incorrect sequence number and cannot drive; sequence status code 2, indicating that the following vehicle has an incorrect sequence number and can drive; sequence status code 3, indicating that the preceding vehicle's sequence number has changed; and so on.

[0113] Step 604: The main vehicle controller sets corresponding processing instructions based on the sequence number information obtained from the first CAN bus and the monitored vehicle group operating status, and sends the processing instructions to the first CAN bus using the pre-assigned second type CAN ID, thus ending the process.

[0114] Step 605: The current trainset assembly status is normal.

[0115] Specifically, if the current vehicle controller detects a change in the preceding vehicle's serial number, the main vehicle controller, based on the known serial number status code 3, will set corresponding processing instructions after detecting that the vehicle group is in operation or powered on, including: the vehicle group cannot move. If the vehicle group is in operation, but the preceding vehicle's serial number has changed, this is an abnormal situation, and the serial number status needs to be reported for further processing by the main vehicle controller to prevent subsequent control errors in the overall vehicle group's operation.

[0116] The situation regarding whether the vehicle serial number of the vehicle following the current vehicle is incorrect can be divided into the following two types:

[0117] The current vehicle controller, based on the received vehicle sequence number identification signal, determines that it is not the last vehicle and detects that the following vehicle's sequence number is incorrect, and that the following vehicle's sequence number is the same as the vehicle's sequence number preceding it. Therefore, the current vehicle can report sequence number status code 1, indicating that the following vehicle's sequence number is incorrect and it cannot proceed. The master control vehicle, based on the monitored vehicle group's operating status (running, standby, or powered on), sets corresponding processing instructions, including: the vehicle group cannot proceed; or...

[0118] The current vehicle controller determines that it is not the last vehicle based on the received vehicle serial number identification signal and detects that the serial number of the last vehicle is incorrect and that the serial number of the last vehicle is greater than the current vehicle's serial number plus one. The current vehicle can then report serial number status code 2, indicating that the serial number of the last vehicle is incorrect but it can still drive. The main vehicle controller sets corresponding processing instructions based on the monitored vehicle group's operating status, whether it is running, standby, or powered on, including: the vehicle group can drive.

[0119] Let the preceding vehicle's serial number be X, then the current vehicle's serial number is N = X + 1, and the following vehicle's serial number is M = N + 1, with M = 0 pre-set to indicate that the current vehicle is the last vehicle. The difference between the two cases is:

[0120] In the first case, the vehicle number of the following vehicle is the same as or overlaps with the vehicle number of the preceding vehicle, i.e., M≠0 and M<N+1; in the second case, the vehicle number of the following vehicle is different from the vehicle number of the preceding vehicle, but it is not equal to the correct vehicle number, i.e., M≠0 and M>N+1. As mentioned earlier, in this embodiment of the invention, each vehicle is assigned a CAN ID corresponding to its vehicle serial number. If the serial number of a following vehicle is the same as that of a preceding vehicle, the same CAN ID will be assigned, resulting in two identical CAN IDs on the CAN bus and information transmitted using these two identical CAN IDs, leading to an unrecognizable situation. To avoid more serious errors, in the former case, the master vehicle is required to control the operation of the vehicle group, i.e., the vehicle group cannot move. In the latter case, although the serial number of the following vehicle is incorrect, it is different from the serial numbers of the preceding vehicles. Therefore, the first type of CAN ID assigned will not overlap with the first type of CAN ID of the preceding vehicles, and the problem in the former case will not occur. Therefore, to minimize unnecessary waste of time or energy, the master vehicle can be set not to process the operating status of the vehicle group. For vehicle groups that are in motion, they can be allowed to continue moving, reducing the intervention of the master vehicle and achieving the operating goal of the vehicle group as soon as possible.

[0121] See Figure 7 , Figure 7 The three figures illustrate the structure of the modular vehicle assembly group master-slave control system in this embodiment of the invention. Figure 7The system further includes: multiple top-level control sources corresponding one-to-one with each vehicle; each vehicle is connected to its corresponding top-level control source via a second CAN bus; and a third type of CAN ID is assigned to each vehicle and its corresponding top-level control source for communication.

[0122] The top-level control source is suitable for designating a master vehicle and sending master vehicle setting instructions to the corresponding vehicle via the second CAN bus. The top-level control source used to designate the master vehicle is the master top-level control source, which can be pre-selected.

[0123] See Table 1, which is the CAN ID allocation and communication table for the assembled vehicle group. Table 1 uses a vehicle group consisting of three modular vehicles as an example. In actual applications, the number of modular vehicles in the vehicle group may be larger.

[0124]

[0125] Table 1

[0126] In Table 1 above, CAN1 represents the first CAN bus, and CAN2 represents the second CAN bus. (Combined with...) Figure 3 The top-level control source of vehicle 1 corresponds to the vehicle controller of vehicle 1 and communicates with it via the CAN2 bus; the top-level control source of vehicle 2 corresponds to the vehicle controller of vehicle 2 and communicates with it via the CAN2 bus; the top-level control source of vehicle 3 corresponds to the vehicle controller of vehicle 3 and communicates with it via the CAN2 bus. In practical applications, for ease of program implementation, it can be set that the top-level control source of vehicle 1 is assigned CAN ID A and the vehicle controller of vehicle 1 is assigned CAN ID B; similarly, the top-level control source of vehicle 2 is assigned CAN ID A and the vehicle controller of vehicle 2 is assigned CAN ID B; the top-level control source of vehicle 3 is assigned CAN ID A and the vehicle controller of vehicle 3 is assigned CAN ID B.

[0127] In Table 1, for each node on the CAN1 bus, two CAN IDs are assigned to the master vehicle (vehicle 3), namely CAN ID 0 and CAN ID 3. CAN ID 0 is the CAN ID assigned to the master vehicle.

[0128] It should be noted that although the CAN buses between top-level control source 1 and vehicle 1, top-level control source 2 and vehicle 2, and top-level control source 3 and vehicle 3 are all called second CAN buses to distinguish them from the first CAN bus, they are actually three different CAN buses. Therefore, the CAN IDs assigned on different second CAN buses can be the same and will not interfere with each other to make them indistinguishable.

[0129] The CAN IDs 1 to CAN ID 3 mentioned above are the first type of CAN IDs, which can be considered as CAN IDs assigned to ordinary vehicles. CAN ID 0 is the second type of CAN ID, which is a dedicated CAN ID assigned to the master control vehicle. CAN ID A and CAN ID B are the third type of CAN IDs, which are assigned to the top-level control source and the modular vehicle, respectively, which are not on the same CAN bus.

[0130] In practical applications, the top-level control source can be a control device used by the driver to designate the master vehicle, a remote vehicle terminal, or an autonomous driving system, etc.

[0131] In this embodiment of the invention, each vehicle acts as a node on the first CAN bus, reporting or sending information to the CAN bus using its assigned CAN ID, which is then received by other vehicles. For vehicles on the second CAN bus and their corresponding top-level control sources, information is sent to and received from each other using their respective assigned CAN IDs.

[0132] See Figure 8 , Figure 8 This is an example flowchart of setting up a master vehicle in an embodiment of the present invention. The process may include the following steps:

[0133] Step 801: Each vehicle identifies its own vehicle serial number and detects faults simultaneously.

[0134] The fault detection section in step 801 mainly checks whether the vehicle serial numbers of the preceding and / or following vehicles are correct or have changed. The fault detection results may include: changes in the preceding vehicle serial number during train operation or while the train is powered on; incorrect following vehicle serial numbers but still drivable; and incorrect following vehicle serial numbers but not drivable.

[0135] Step 802: Each vehicle determines whether the master vehicle setting instruction received from the first CAN bus by the preset master control top-level control source specifies the master vehicle serial number. If yes, proceed to step 803; otherwise, proceed to step 805.

[0136] In this embodiment of the invention, the master control top-level control source sends the master control vehicle serial number specified by the master control vehicle setting instruction to the corresponding vehicle through the second CAN bus, and the corresponding vehicle sends the master control vehicle serial number to the first CAN bus.

[0137] In step 802, the master vehicle setting instruction is sent by the top-level control source using the assigned Type 3 CAN ID.

[0138] In a specific implementation of this invention, if the master vehicle setting instruction is a specific vehicle number, it means that the master vehicle is set by the top-level control source; if the master vehicle setting instruction is empty, it means that the master top-level control source does not set the master vehicle.

[0139] Step 803: Determine whether the vehicle serial number N of this vehicle is equal to the designated master control vehicle serial number. If yes, proceed to step 804; otherwise, proceed to step 805.

[0140] Step 804: Determine that this vehicle is the master vehicle; process ends.

[0141] Step 805: Each vehicle determines whether it is the last vehicle. If so, proceed to step 806; otherwise, proceed to step 809.

[0142] Step 806: Set the tail vehicle flag to 1 and report to the first CAN bus.

[0143] For ease of description, when a modular vehicle reports relevant information to the first CAN bus, it means that it sends relevant information using the CAN ID assigned to it and corresponding to its vehicle serial number.

[0144] Step 807: Determine if the vehicle number is the largest. If yes, return to step 804; otherwise, proceed to step 808.

[0145] Step 808: Set the tail vehicle indicator to 0 and report to the first CAN bus.

[0146] Step 809: Determine that this vehicle is a slave vehicle; the process ends.

[0147] See Figure 9 , Figure 9 This is a flowchart illustrating the process of a slave vehicle taking over from a master vehicle in an embodiment of the present invention. The process may include:

[0148] Step 901: The slave vehicle detects whether the CAN ID life information of the master vehicle on the first CAN bus is interrupted, or detects a fault information of the master vehicle. If yes, proceed to step 902; otherwise, proceed to step 905.

[0149] In step 901, the fault information of the master vehicle can be the fatal fault information of the vehicle reported by the master vehicle.

[0150] Step 902: The slave vehicle determines whether its vehicle number is the largest based on the vehicle numbers of other online node vehicles detected on the first CAN bus. If so, proceed to step 903; otherwise, proceed to step 905.

[0151] Step 903: Determine that this vehicle is the master vehicle.

[0152] Step 904: Report the vehicle information to the first CAN bus, and the process ends.

[0153] Step 905: This vehicle is still a slave vehicle; the process ends.

[0154] See Figure 10 , Figure 10 This is an example diagram of the processing flow for the master vehicle to detect fault information in an embodiment of the present invention. The flow may include:

[0155] Step 1001: The master vehicle detects that all online information of vehicles other than its own has been interrupted.

[0156] Step 1002: The master vehicle determines that it has a fatal malfunction.

[0157] Step 1003: The main control vehicle resets the power torque of this vehicle to zero.

[0158] Step 1004: The master vehicle sends the master vehicle fault information to the first CAN bus.

[0159] In a specific implementation, step 1004 can be that the master vehicle uses CAN ID 0 to send several cycles of master vehicle fault information, such as a fatal fault of the master vehicle, to the first CAN bus.

[0160] Step 1005: The master vehicle stops sending CAN ID 0 data.

[0161] Subsequently, a slave vehicle can determine that the master vehicle has failed after detecting a fault in the master vehicle, and then proceed with the process of identifying a new master vehicle. After determining that it is the new master vehicle, the slave vehicle needs to send a relevant message using CAN ID 0 to indicate that it is the new master vehicle, so that other slave vehicles can be notified.

[0162] The above Figure 10 The process shown, except for the last step 1005, also applies to situations where the controlled vehicle experiences a fatal malfunction.

[0163] See Figure 11 , Figure 11 This is an example flowchart of the main control vehicle's handling of faults occurring within the vehicle group, as described in an embodiment of the present invention. The process may include:

[0164] Step 1101: The master control vehicle determines that there is no fatal fault in this vehicle.

[0165] Step 1102: The main control vehicle checks the information on the first CAN bus for any drivability faults. If yes, proceed to step 1103; otherwise, proceed to step 1104.

[0166] Step 1103: The master vehicle sends a message on CAN ID 0 indicating whether the vehicle group is in standby mode. The process ends here.

[0167] Step 1104: The master vehicle determines whether all vehicles as nodes on the first CAN bus are online. If yes, proceed to step 1105; otherwise, proceed to step 1106.

[0168] Step 1105: The master vehicle sends a message on CAN ID 0 indicating that the standby status of the vehicle group is "yes". Then proceed to step 1108.

[0169] Step 1106: The master vehicle determines whether the train is in a non-driving state. If yes, proceed to step 707; otherwise, proceed to step 1109.

[0170] Step 1107: The master vehicle sends a vehicle assembly splicing fault on CAN ID 0, which is then checked by the follow-up team. The process ends.

[0171] Step 1108: The master vehicle determines whether the slave vehicle has a fatal fault. If yes, proceed to step 1109; otherwise, proceed to step 1113.

[0172] In this embodiment of the invention, when the slave vehicle detects that all other vehicles as nodes on the first CAN bus have been lost, it will send a fatal fault message to the first CAN bus.

[0173] Step 1109: The master vehicle determines whether the number of slave vehicles lost as nodes or the number of fatal failures is greater than a preset value. If yes, proceed to step 1110; otherwise, proceed to step 1111.

[0174] Step 1110: The master control vehicle determines a fatal fault in the train set, instructs all vehicles to reset their power torque to zero, and the process ends.

[0175] Step 1111: The master vehicle sends the serial number of the inoperable vehicle on the first CAN bus.

[0176] Step 1112: The master vehicle instructs other relevant vehicles to provide power to the inoperable vehicle, and the process ends.

[0177] Step 1113: The master vehicle coordinates and controls all slave vehicles to provide power, and the process ends.

[0178] In practical applications, the vehicle information reported by the master vehicle through the second type of CAN ID may also include: vehicle group status (standby or ready), vehicle group fault code, control information of other vehicles, etc.; the vehicle information reported by each vehicle through the first type of CAN ID may also include: master vehicle serial number, received following vehicle serial number, tail vehicle marker, vehicle fault code, etc.

[0179] In summary, the technical solution provided by the embodiments of the present invention utilizes a first CAN bus to realize communication between various vehicles. The slave vehicle detects the online status or fault status of the master vehicle. When the master vehicle experiences a node loss or disconnection or fault, the slave vehicle takes over and becomes the master vehicle, thereby effectively avoiding the situation where the train set is difficult to control due to the absence of a master vehicle.

[0180] In the technical solution provided by the embodiments of the present invention, the configuration of each modular vehicle can be completely identical, and each modular vehicle can work independently or be spliced ​​into a vehicle group without major changes to the vehicle's hardware and software. It does not require the addition of an extra dispatch center or mobile network, and can realize master-slave control of modular vehicles in the spliced ​​vehicle group, and has the function of master-slave control transfer. The vehicle group can continue to work when some vehicles in the group fail. It has good practicality and is convenient and easy to implement.

[0181] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware, and the program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0182] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A master-slave control method for modular vehicle assembly train sets, characterized in that, include: Each vehicle in the train group sends its own vehicle information to the first CAN bus. The vehicle information includes: the vehicle serial number and the vehicle online information. The master control vehicle within the vehicle group further sends master control vehicle information to the first CAN bus. The master control vehicle information includes: master control vehicle serial number and master control vehicle online information. If the master control vehicle detects that the online information of its own vehicle of all other vehicles on the first CAN bus is interrupted, it sends master control vehicle fault information to the first CAN bus. After a slave vehicle in the vehicle group detects an interruption in the online information of the master vehicle on the first CAN bus, it determines that the master vehicle has lost its role as a node on the first CAN bus, or detects fault information of the master vehicle. According to the preset master-slave control switching strategy, the slave vehicle determines that it meets the conditions to be the new master vehicle, and then sets itself as the new master vehicle. Each vehicle in the train group sends vehicle information to the first CAN bus, including: Each vehicle transmits its vehicle information using a pre-assigned Class 1 CAN ID corresponding to its vehicle serial number; The main control vehicle within the train further sends main control vehicle information to the first CAN bus, including: The master vehicle uses a pre-assigned second type CAN ID corresponding to the master vehicle serial number to send the master vehicle information; The vehicle online information includes: the life information of the first type of CAN ID corresponding to the vehicle serial number; The online information of the master vehicle includes: life information of the second type of CAN ID corresponding to the serial number of the master vehicle; After each vehicle in the train sends its vehicle information to the first CAN bus, the method further includes: After the slave vehicle detects that the CAN IDs of all other vehicles in the vehicle group have been lost on the first CAN bus, it resets its own power torque to zero and reports a fault message indicating a fatal fault to the first CAN bus. After the master vehicle detects the fault message reported by the slave vehicle, it determines whether the number of vehicles reporting a fatal fault is greater than a preset value. If so, it determines that the vehicle group has a fatal fault and instructs all vehicles to reset their power torque to zero; otherwise, it instructs other vehicles to provide power to the vehicles that reported the fatal fault. After the master vehicle detects that the life information of the CAN ID of the slave vehicle on the first CAN bus is interrupted, it determines that the vehicle corresponding to the CAN ID with interrupted life information is a lost node on the CAN bus. The master vehicle determines whether the number of slave vehicles detected as lost nodes is greater than a preset value. If so, it determines that the vehicle group has a fatal fault and instructs all vehicles to reset their power torque to zero. Otherwise, it instructs other vehicles to provide power to the vehicle that reported the fatal fault.

2. The modular vehicle assembly train master-slave control method according to claim 1, characterized in that, Each vehicle is pre-configured with its own top-level control source, and each vehicle is connected to the top-level control source via a second CAN bus.

3. The modular vehicle assembly train master-slave control method according to claim 2, characterized in that, The master vehicle is selected according to a preset selection strategy; The preset selection strategy includes: The master control vehicle is designated by a preset master control top-level control source; the master control top-level control source is selected from multiple vehicle-specific top-level control sources; The method further includes: The master control top-level control source sends the master control vehicle serial number specified by the master control vehicle setting instruction to the corresponding vehicle through the second CAN bus, and the corresponding vehicle sends the master control vehicle serial number to the first CAN bus; Each vehicle receives the master vehicle serial number from the first CAN bus and determines whether the master vehicle serial number is its own vehicle serial number. If so, it determines that its own vehicle is the master vehicle; otherwise, it determines that its own vehicle is a slave vehicle. Alternatively, the master vehicle setting strategy includes: If the main control top-level control source does not specify a main control vehicle, then the last vehicle with the largest vehicle number is preset to be the main control vehicle. The method further includes: Each vehicle determines whether it is the last vehicle based on the master vehicle setting instruction being empty. If so, it further determines whether its vehicle number is the largest based on the vehicle numbers of other vehicles obtained from the first CAN bus. If so, it determines that it is the master vehicle; otherwise, it determines that it is the slave vehicle.

4. The modular vehicle assembly train master-slave control method according to claim 3, characterized in that, The preset master-slave control transformation strategy includes: The vehicle with the highest preset vehicle number will be the new master vehicle. The slave vehicle determines, according to a preset master-slave control switching strategy, that it meets the conditions to become the new master vehicle, including: The slave vehicle determines whether its own vehicle number is the largest based on the vehicle serial numbers of other vehicles detected as online nodes on the first CAN bus. If it is, the slave vehicle is determined to be the master vehicle; otherwise, the slave vehicle is determined to be the slave vehicle.

5. The modular vehicle assembly train master-slave control method according to claim 1, characterized in that, After the master vehicle detects that the vehicle's online information for all other vehicles on the first CAN bus is interrupted, the method further includes: The master control vehicle will reset the vehicle's power torque to zero.

6. A modular vehicle assembly train master-slave control system, characterized in that, include: A vehicle group consisting of multiple modular vehicles and a first CAN bus, wherein each vehicle in the vehicle group is connected to the first CAN bus; Each vehicle in the train is configured to: send vehicle information to the first CAN bus using a pre-assigned first-type CAN ID corresponding to its vehicle serial number; the vehicle information includes: its own vehicle serial number and its own online information; wherein, the vehicle's online information includes: life information of the first-type CAN ID corresponding to its own vehicle serial number; the master control vehicle in the train is configured to: send master control vehicle information to the first CAN bus using a pre-assigned second-type CAN ID corresponding to its master control vehicle serial number; the master control vehicle information includes: master control vehicle serial number and master control vehicle online information; wherein, the master control vehicle online information includes: life information of the second-type CAN ID corresponding to its master control vehicle serial number; if the master control vehicle detects an interruption in the online information of all other vehicles on the first CAN bus, it sends master control vehicle fault information to the first CAN bus; The slave vehicles in the vehicle group are configured to: after detecting an interruption in the online information of the master vehicle on the first CAN bus, determine that the master vehicle has lost its node on the first CAN bus, or detect fault information of the master vehicle. The slave vehicle is also configured to: after determining that the vehicle meets the conditions to be the new master vehicle according to a preset master-slave control switching strategy, set the vehicle as the new master vehicle. The slave vehicle is also configured to: when it is detected that the CAN IDs of all other vehicles in the vehicle group are lost on the first CAN bus, reset the power torque of the vehicle to zero and report fault information indicating a fatal fault of the vehicle to the first CAN bus; The master vehicle is also configured to: when it detects the fault information of the fatal fault of the vehicle reported by the slave vehicle, determine whether the number of vehicles reporting the fatal fault of the vehicle is greater than a preset value. If so, determine that the vehicle group has a fatal fault and instruct all vehicles to reset the power torque to zero; otherwise, instruct other vehicles to provide power to the vehicles that reported the fatal fault of the vehicle. Alternatively, when the life information of the CAN ID of a slave vehicle on the first CAN bus is detected to be interrupted, it is determined that the vehicle corresponding to the CAN ID with interrupted life information is a lost node on the CAN bus; it is determined whether the number of slave vehicles detected as lost nodes is greater than a preset value. If so, a fatal fault is determined for the vehicle group, and all vehicles are instructed to reset their power torque to zero; otherwise, other vehicles are instructed to provide power to the vehicle that reported the fatal fault.

7. The modular vehicle assembly train master-slave control system according to claim 6, characterized in that, The system also includes: multiple top-level control sources corresponding one-to-one with each vehicle; each vehicle is connected to its corresponding top-level control source via a second CAN bus. The top-level control source is adapted to designate a master vehicle and send the master vehicle setting instruction indicating the master vehicle number to the corresponding vehicle through the second CAN bus.

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