Real-time control method and system for heavy-load coupled locomotive based on micro-power wireless reconnection networking

Abstract

The present invention discloses a real-time control method and system for heavy-load coupled locomotives based on micro-power wireless reconnection networking. A set of micro-power private network wireless microwave communication system is added on the basis of the locomotive driver's driving and operating control system. An information bridge for "vehicle-to-vehicle" control of coupled coupled locomotives is established based on the micro-power wireless communication method. Through the "vehicle-to-vehicle" micro-power wireless communication and the internal vehicle bus of the coupled intermediate locomotive, communication between up to two or more coupled locomotives can be formed. On this basis, a five-layer real-time network architecture is created to effectively construct an interconnected formation between coupled coupled locomotives, thereby realizing the coupling of coupled locomotives and the wireless networking and reconnection of differentiated coupled locomotive workshops for coordinated traction operation, overcoming the shortcomings of reliability and compatibility of coupled locomotives relying on a wired train bus network.

Description

Technical Field

[0001] The present invention relates to a communication control technology for a heavy-load combined train, and in particular to a real-time control method and system for a heavy-load coupled locomotive group based on micro-power consumption wireless multiplexing networking. Background Art

[0002] The wireless reconnection mode of locomotives in heavy-load combination trains has always been one of the key scientific issues in the traction operation of heavy-load trains. The communication quality is related to the real-time control between the master and slave locomotives of heavy-load combination trains, especially the heavy-load train combination method constructed by coupling multiple locomotives at the head of the train and multiple locomotives in the middle. If the real-time performance of the communication is poor, the coordinated control quality of the master and slave locomotives of the train will be poor, and the longitudinal dynamic quality of the train traction operation will also be poor. Many major accidents of heavy-load combination trains are closely related to the degradation or mutation of the longitudinal force during the traction operation of the train, which will seriously affect the safe operation of the train.

[0003] The current locomotive wireless reconnection traction control method has one communication mode, which is to build a remote "vehicle-to-vehicle" communication through a high-power radio. When the head and middle of the train are locomotives composed of multiple locomotives, the communication link processing between the master and slave locomotives must traverse all locomotives. For example, the combined train traction power consists of 2 locomotives at the head of the train and 2 locomotives in the middle. The four locomotives built based on radio are composed of a layer of aerial A / B remote communication network including 6 links of relays. The communication cycle of the master and slave locomotives will reach 2.5s to 3s. Although the communication path selection is improved and the optimized path has a certain improvement effect, it cannot fundamentally solve the problem. Another way is "vehicle-ground-vehicle" wireless broadband communication. In this way, the control communication cycle of the master and slave locomotives can be reduced to about 0.6s, but it relies on the ground wireless broadband private network, and the ground equipment investment is huge. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a real-time control method and system for heavy-duty locomotive coupling based on micro-power wireless coupling networking in combination with the coupling of closely connected locomotive groups in a heavy-duty combination train in view of the deficiencies in the existing technology, so as to shorten the communication cycle of the control of the locomotive wireless coupling and improve the safety operation quality of the train.

[0005] In order to solve the above technical problems, the present invention proposes a two-level communication mode for heavy-load combination trains, namely, a long-distance communication level and a short-distance communication level. Multiple locomotives at the head of the combination train construct a communication node, and multiple locomotives in the middle of the combination train construct another communication node. The communication node of the head locomotive and the communication node of the middle locomotive of the combination train adopt a long-distance communication mode, and the short-distance communication mode is adopted between the head or middle multiple coupled locomotives. Such two-level communication mode can effectively reduce the control communication cycle of the master and slave locomotives, and has high cost performance, overcoming the shortcomings of the current two modes.

[0006] The technical solution adopted by the present invention is: a real-time control system of a heavy-load coupled locomotive based on micro-power consumption wireless reconnection networking, comprising:

[0007] Two short-range communication processing modules, the two short-range communication processing modules communicate with each other via a mapping server;

[0008] The first short-range communication processing module exchanges data with the micro-power consumption wireless communication modules of each unit of the first coupled locomotive group;

[0009] The second short-range communication processing module exchanges data with the micro-power consumption wireless communication modules of each unit of the second coupled locomotive group;

[0010] The data includes locomotive operation control instructions and locomotive traction operation status feedback information;

[0011] The micro-power consumption wireless communication module of each unit section of the first coupled locomotive group communicates with the dual-band redundant antenna corresponding to each unit section of the coupled locomotive group, and the micro-power consumption wireless communication module of each unit section of the second coupled locomotive group communicates with the dual-band redundant antenna corresponding to each unit section of the coupled locomotive group;

[0012] The signal U sent by the dual-band redundant antenna fs1 (t) is expressed as: Among them, A fs is the amplitude of the signal, f c is the carrier frequency of the signal, Δf p is the frequency deviation frequency of the signal, is the initial phase of the signal, s m (t) is the modulation signal.

[0013] The present invention adds a set of micro-power consumption private network wireless microwave communication system on the basis of the locomotive driver's driving control system, and establishes an information bridge for the "vehicle-to-vehicle" control of coupled locomotives based on the micro-power consumption wireless communication method. Through the "vehicle-to-vehicle" micro-power consumption wireless communication and the internal vehicle bus of the coupled intermediate locomotive, communication between up to two or more coupled locomotive groups can be formed. On this basis, a real-time network architecture is created to effectively construct an interconnected formation between coupled locomotives, thereby realizing wireless networking and coupled collaborative traction operation of coupled locomotives and differentiated coupled locomotive workshops.

[0014] The short-range communication processing module communicates with the mapping server in the remote reconnection unit through the mapping server; the mapping server in the remote reconnection unit exchanges data with the same-direction communication link module and the reverse-direction communication link module, and the heavy-load coupled locomotive groups distributed at the head and middle positions of the train communicate remotely through the same-direction communication network / reverse-direction communication network.

[0015] As an inventive concept, the present invention also provides a heavy-load coupled locomotive, including a main locomotive and a slave locomotive; both the main locomotive and the slave locomotive are provided with the above-mentioned real-time control system.

[0016] The master vehicle and the slave vehicle communicate via dual-band redundant antennas.

[0017] As an inventive concept, the present invention also provides a control method for the above-mentioned heavy-load coupled locomotive, the method comprising:

[0018] The real-time control unit of each locomotive is set to enter standby mode after power-on;

[0019] The locomotive unit section with the same direction as the train running direction is manually set as the same direction end, and the opposite direction is the reverse end; the real-time control unit is set to initialize after receiving the same direction end or reverse end signal, and after confirming that the wireless communication and wired communication modules are normal, it will enter the weak master state;

[0020] The model, car number, main car, follower car and distance parameters between locomotives of the marshaled train are set through the human-machine interface unit in each unit section of the locomotive.

[0021] According to the setting parameters, the real-time control unit of the first same-direction joint (including the control joint) of the coupled locomotive group in the same direction as the train control joint is set as the master node, and the real-time control units of the remaining locomotives are set as slave nodes;

[0022] The master node sets the topological node sequence number, the master node sends an inquiry master frame, the first slave node receives the inquiry master frame from the master node, and responds to the inquiry master frame, the master node receives the response, and sets the slave node sequence number of the response to 1, sends a sorting master frame to the slave node, the first slave node receives the sorting master frame, confirms the sorting, and returns a confirmation frame to the master node;

[0023] The master node sends out an inquiry main frame, which is relayed by the first slave node. The second slave node receives it and responds according to the grouping parameters. The response information reaches the master node through the first slave node. The master node sets the second slave node sequence number as 2 according to the grouping parameters and sends a sorting main frame to the second slave node. The second slave node receives the sorting main frame, confirms the sorting and returns a confirmation frame to the master node.

[0024] The master node sends out an inquiry master frame, which is relayed by the first slave node. The second slave node receives the information relayed by the first slave node and relays it to the third slave node. The third slave node receives the information and responds according to the grouping parameters. The response information is relayed to the master node through the second slave node and the first slave node. The master node sets the sequence number of the third slave node to 3 according to the grouping parameters, and sends out a sorting master frame to the third slave node through the first slave node and the second slave node. The third slave node receives the sorting master frame, and after confirming the sorting, returns a confirmation frame to the master node through the second slave node and the first slave node.

[0025] And so on, until the master node receives no response after the timeout, the master node sends the network topology through all slave nodes. After all slave nodes receive the network topology information, they each respond with the corresponding network topology node number. After the master node receives the network topology number responses from all slave nodes, it sends a network topology establishment completion signal to each slave node, forming the near-field communication networking number T1 of the train head coupled locomotive set and the near-field communication networking number T2 of the train middle coupled locomotive set, completing the establishment of the master and slave node network topology of the train coupled locomotive set.

[0026] A heavy-load locomotive is generally composed of two unit sections. The section operated by the driver is the operating section (each section can be an operating section). In the present invention, the same-direction end refers to the section of the heavy-load coupled locomotive close to the operating section, and the reverse end refers to the section of the heavy-load coupled locomotive farthest from the operating section.

[0027] The present invention proposes a two-level communication mode for heavy-load combined train locomotive formation, namely, a long-distance communication level and a short-distance communication level. Multiple locomotives at the head of the combined train form a communication node, and multiple locomotives in the middle of the combined train form another communication node. The communication node of the head locomotive of the combined train and the communication node of the middle locomotive adopt a long-distance communication mode, and the head or middle multiple coupled locomotives adopt a short-distance communication mode. In this way, the two-level communication mode can effectively reduce the control communication cycle of the master-slave control locomotive, and the cost performance is high. The present invention realizes the interconnection of the different models of the long and heavy-load combined train and the remote wireless reconnection real-time control through a two-level wireless communication network, namely, a short-distance communication network and a long-distance communication network combination, and can achieve a better control effect. For the virtual coupled heavy-load combined train formation mode, the present invention sets a long-distance communication network and a short-distance communication network. Because there is no need to consider the internal control logic and formation topology of the locomotive group in the train, the dynamic formation and disorganization of the following train and the pilot train can be quickly carried out, and the coordinated short-distance tracking operation between the virtual coupled trains can be realized.

[0028] The present invention adds a set of micro-power consumption private network wireless microwave communication system on the basis of the locomotive driver's driving control system, establishes an information bridge for "vehicle-to-vehicle" control of coupled locomotives based on micro-power consumption wireless communication, and can form communication between up to two or more coupled locomotives through "vehicle-to-vehicle" micro-power consumption wireless communication and the internal vehicle bus of the coupled intermediate locomotive. On this basis, a five-layer real-time network architecture of physical layer, link layer, network layer, transport layer and application layer is established to effectively construct the interconnection and intercommunication formation between coupled locomotives, so as to realize the wireless networking and coupled collaborative traction operation of heavy-load combination trains, coupled locomotives and differentiated coupled locomotive workshops; secondly, through the combination of the secondary wireless communication network, i.e. the short-range communication network and the long-range communication network, the interconnection of coupled locomotive workshops of different models of long and large heavy-load combination trains and the remote wireless reconnection real-time control are realized, and a better control effect can be achieved.

[0029] Compared with the prior art, the beneficial effects of the present invention are as follows: the present invention provides a solution to the technical problem that the long remote wireless reconnection communication cycle of the master and slave locomotives of heavy-load combination trains leads to the degradation of the longitudinal dynamics of the train, which can shorten the locomotive wireless reconnection remote control communication cycle, optimize the traction control strategy, and can be upgraded based on the original system, which plays a good role in the safe traction operation of heavy-load combination trains. Secondly, for the virtual coupling heavy-load combination train formation mode, there is no need to consider the internal control logic and formation topology of the locomotive group in the train, and the dynamic formation and disorganization of the following train and the pilot train can be quickly carried out to realize the coordinated short-distance tracking operation between virtual reconnected trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a general diagram of a real-time control method and system for micro-power consumption wireless reconnection networking of a heavy-duty coupled locomotive according to an embodiment of the present invention;

[0031] Figure 2 This is a five-layer network architecture and data transmission service diagram of a micro-power consumption wireless communication module for a heavy-duty coupled locomotive according to an embodiment of the present invention;

[0032] Figure 3 This is a flowchart of the construction and initialization of the micro-power consumption wireless reconnection network topology of the heavy-load coupled locomotive group at the head of the heavy-load combination train according to the embodiment of the present invention;

[0033] Figure 4 This is a flowchart of the construction and initialization of the micro-power consumption wireless reconnection network topology of the heavy-load coupled locomotive group in the middle of a heavy-load combination train according to an embodiment of the present invention;

[0034] Figure 5 1 is a system hierarchy block diagram of an embodiment of the present invention. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0036] The embodiment of the present invention adds a set of micro-power private network wireless microwave communication system on the basis of the locomotive driver's driving control system, establishes an information bridge for "vehicle-to-vehicle" control of coupled locomotives based on micro-power wireless communication, and forms short-range communication of up to two or more coupled locomotives through "vehicle-to-vehicle" micro-power wireless communication and the internal vehicle bus of the coupled intermediate locomotive. On this basis, a five-layer real-time network architecture of physical layer, link layer, network layer, transport layer and application layer is established to effectively build an interconnection and intercommunication grouping between coupled locomotives, thereby realizing the short-range wireless networking and coupled collaborative traction operation of coupled locomotives and differentiated coupled locomotive workshops, including:

[0037] (1) A real-time control system for the micro-power wireless reconnection of heavy-duty coupled locomotives is constructed, while avoiding communication interference between adjacent track locomotives. A "point-to-point" communication bridge between the adjacent sides of the "car-to-car" of the heavy-duty coupled locomotives is established through a directional micro-power private network wireless communication module 2. The system consists of a locomotive driver driving control unit 1, a micro-power private network wireless microwave communication module 2, a dual-band redundant antenna 3, a redundant communication network module 4 between the driver driving control units at both ends, a short-range communication processing module 5, a communication storage unit 6, a communication storage unit 7, a short-range communication mapping service module 8, and a long-range communication processing module 9. The micro-power private network wireless communication module 2 in the locomotive driver's driving control unit 1 exchanges data with the short-range communication processing module 5 in the locomotive driver's driving control unit 1 to obtain locomotive control instructions, including but not limited to traction, electric braking, forward, backward, handle level, common braking, emergency braking, relief, pressure maintenance and other information, as well as locomotive traction operation status feedback information, including but not limited to speed, traction torque of each motor, network voltage, control loop voltage, idling / slipping state, air brake state, auxiliary system state and other information. The micro-power private network wireless microwave communication module 2 communicates with the adjacent coupled locomotive dual-band redundant antenna 3 "face-to-face" wirelessly through the dual-band redundant antenna 3, and exchanges physical data frames with the micro-power private network wireless microwave communication module 2 of the adjacent coupled locomotive. The constructed heavy-load coupled locomotive micro-power wireless reconnection networking real-time control method and system, the short-range communication processing module 5 exchanges data with the communication network module 4 through the communication storage unit 6, forming a network communication between the short-range communication processing modules 5 at both ends of the locomotive. The transmission signals between the adjacent locomotive "plane-to-plane" dual-band redundant antennas 3 are set to different frequency bands, that is, the carrier frequency signal plus the frequency offset frequency (frequency point). According to the FSK modulation principle, the signal U fs1 (t) is:

[0038]

[0039] Among them A fs is the amplitude of the signal, f c is the carrier frequency of the signal, which adopts the railway-specific frequency band, Δfp is the frequency deviation frequency of the signal, is the initial phase of the signal, s m (t) is the modulation signal, which is determined by the high and low levels of the binary data sent.

[0040] (2) The constructed real-time control system of the micro-power consumption wireless reconnection network of heavy-load coupled locomotives realizes the remote distributed power control of the locomotives of the heavy-load combined train through the short-range communication network and the long-range communication network. The remote reconnection unit 9 is composed of a long-range communication mapping service module 10, a same-direction end link communication module 11, and a reverse end link communication module 12. The short-range communication processing module 5 connects the long-range communication mapping service module 10 in the remote reconnection unit 9 with the same-direction end link communication module 11 and the reverse end link communication module 12 through the short-range communication mapping service module 8 to exchange data, thereby realizing the remote communication of the locomotive distributed power control of the heavy-load train. In the remote communication of the locomotives of the combined train, the same-direction end link communication module 11 of the locomotive forms a group of long-range wireless communication networks (network A), and the reverse end link communication module 12 of the locomotive forms a group of long-range wireless communication networks (network B). The same-direction end and the reverse end are determined by the running control direction of the locomotive. The locomotive end consistent with the running control direction of the locomotive is the same-direction end, and the locomotive end opposite to the running control direction of the locomotive is the reverse end. Network A and network B set different frequency bands, that is, the carrier signal plus the frequency deviation frequency (frequency point). According to the FSK modulation principle, signal U fs2 (t) is:

[0041]

[0042] Among them A fs is the amplitude of the signal, f c is the carrier frequency of the signal, Δ fp is the frequency deviation frequency of the signal, is the initial phase of the signal, s m (t) is the modulation signal, which is determined by the high and low levels of the binary data sent.

[0043] (3) The constructed real-time control system of the heavy-duty coupled locomotive with low-power consumption wireless reconnection network adopts a five-layer network architecture model, namely, the physical layer, link layer, network layer, transport layer, and application layer, which is different from the ISO / OSI standard seven-layer network architecture, such as Figure 2 Each layer of the five-layer network architecture adopts a peer-to-peer real-time communication mode, and the short-range wireless communication network modules 4 at both ends of the locomotive exchange data through the relay forwarding module 7.

[0044] (4) The constructed real-time control system of the low-power wireless reconnection network of heavy-duty coupled locomotives, such as Figure 2As shown, the short-range wireless communication network module 4 adopts a five-layer network architecture. The physical layer 21 processes binary bit data streams, that is, the receiving buffer and sending buffer of the physical layer 21 are used to receive and send wireless coded data in the air. The link layer 22 establishes the connection and release of the communication link between adjacent vehicles, and performs the sending error coding and receiving verification of the wireless data coding in the air. It responds to the inquiry frame received from the master node and sorts the link nodes through the mechanism below. The network layer 23 performs node routing and relay functions to realize the wired network connection between the wireless network system of the adjacent vehicle and the driving units at both ends of the vehicle 1, and transmits data. The transport layer 24 performs segmentation and combination, connection and separation, shunting and confluence control of occasional message data to meet the fault data early warning trigger control requirements. The application layer 24 performs protocol exchange of master-slave vehicle control and feedback information.

[0045] Example 1

[0046] like Figure 1 and Figure 5 As shown, a real-time control system for micro-power consumption wireless coupling networking of heavy-load coupled locomotives is constructed. The formation of the heavy-load combined train is: 2 coupled locomotives in the front + freight cars + 2 coupled locomotives in the middle + freight cars. The coupled locomotives use a micro-power consumption private network wireless communication module 2 to establish a "point-to-point" communication bridge on the adjacent sides between the "car-to-car" of the heavy-load coupled locomotives. The system consists of a locomotive driver driving control unit 1, a micro-power consumption private network wireless microwave communication module 2, a dual-band redundant antenna 3, a redundant communication network module 4 between the driver driving control units at both ends, a short-range communication processing module 5, a communication storage unit 6, a communication storage unit 7, a short-range communication mapping service module 8, and a long-range communication processing module 9. The micro-power private network wireless communication module 2 in the locomotive driver's driving control unit 1 exchanges data with the short-range communication processing module 5 in the locomotive driver's driving control unit 1 to obtain locomotive control instructions, including but not limited to traction, electric braking, forward, backward, handle level, common braking, emergency braking, relief, pressure maintenance and other information, as well as locomotive traction operation status feedback information, including but not limited to speed, traction torque of each motor, network voltage, control loop voltage, idling / slipping state, air brake state, auxiliary system state and other information. The micro-power private network wireless microwave communication module 2 communicates with the adjacent coupled locomotive dual-band redundant antenna 3 "face-to-face" wirelessly through the dual-band redundant antenna 3, and exchanges physical data frames with the micro-power private network wireless microwave communication module 2 of the adjacent coupled locomotive. The constructed heavy-load coupled locomotive micro-power wireless reconnection networking real-time control method and system, the short-range communication processing module 5 exchanges data with the communication network module 4 through the communication storage unit 6, forming a network communication between the short-range communication processing modules 5 at both ends of the locomotive. The transmission signals between the "face-to-face" dual-band redundant antennas 3 of adjacent locomotives are set in different frequency bands.

[0047] The constructed real-time control system of the micro-power consumption wireless reconnection network of the heavy-load coupled locomotive realizes the remote distributed power control of the locomotive of the heavy-load combined train through the short-range communication network and the long-range communication network. The remote reconnection unit 9 is composed of a long-range communication mapping service module 10, a same-direction end link communication module 11, and a reverse end link communication module 12. The short-range communication processing module 5 connects the long-range communication mapping service module 10 in the remote reconnection unit 9 with the same-direction end link communication module 11 and the reverse end link communication module 12 through the short-range communication mapping service module 8 to exchange data, thereby realizing the remote communication of the distributed power control of the locomotive of the heavy-load train. In the remote communication of the locomotive of the combined train, the same-direction end link communication module 11 of the locomotive forms a group of long-range wireless communication networks (network A), and the reverse end link communication module 12 of the locomotive forms a group of long-range wireless communication networks (network B). The same-direction end and the reverse end are determined by the running control direction of the locomotive. The locomotive end consistent with the running control direction of the locomotive is the same-direction end, and the locomotive end opposite to the running control direction of the locomotive is the reverse end. Network A and network B are set to different frequency bands, that is, the carrier signal plus the frequency deviation frequency (frequency point).

[0048] Example 2

[0049] like Figure 2 As shown, the constructed real-time control method and system of the micro-power consumption wireless reconnection network of heavy-duty coupled locomotives, its short-range wireless communication network module 4 adopts a five-layer network architecture model, namely, physical layer, link layer, network layer, transport layer, and application layer, which is different from the ISO / OSI standard seven-layer network architecture. The five-layer network architecture adopts a peer-to-peer real-time communication mode between each layer, and the short-range wireless communication network modules 4 at both ends of the locomotive exchange data through the relay forwarding module 7.

[0050] The short-range wireless communication network module 4 adopts a five-layer network architecture. The physical layer 21 processes binary bit data streams, that is, the receiving buffer and sending buffer of the physical layer 21 are used to receive and send wireless coded data in the air. The link layer 22 establishes the connection and release of the communication link between adjacent vehicles, and performs the sending error coding and receiving verification of the wireless data coding in the air. It responds to the inquiry frame received from the master node and sorts the link nodes through the mechanism below. The network layer 23 performs node routing and relay functions to realize the wired network connection between the wireless network system of adjacent vehicles and the driving units at both ends of the vehicle 1, and transmits data. The transport layer 24 performs segmentation and combination, connection and separation, shunting and confluence control of occasional message data to meet the fault data warning trigger control requirements. The application layer 24 performs protocol exchange of master-slave vehicle control and feedback information.

[0051] Example 3

[0052] like Figure 3As shown in the figure, a real-time control system for the micro-power consumption wireless reconnection network of heavy-duty coupled locomotives is constructed. Figure 3 In the heavy-load combined train, the "2+2" marshaling method is adopted, that is, the front of the train is pulled by two coupled locomotives, and the middle of the train is arranged with two coupled locomotives for traction. Figure 3 Taking the first two coupled locomotives at the head as an example, the running direction of each coupled locomotive needs to be set, and the reconnection switch of each locomotive is enabled. The control unit Loc1_A in the same direction as the driving end of the operating locomotive is set to the same direction end, and vice versa, Loc1_B is set to the reverse end. The coupled reconnected locomotive Loc2_A is set to the same direction end, and Loc2_B is set to the reverse end. Then Loc1_A, Loc1_B, Loc2_A, and Loc2_B are initialized. After the initialization is completed, Loc1_A, Loc1_B, Loc2_A, and Loc2_B are all set to weak master state. The model, car number, master car, slave car, and distance parameters between each locomotive of the marshaling train are set through the locomotive's human-machine interface unit. The head car control node unit Loc1_A is set as the master node, and the other Loc1_B, Loc2_A, and Loc2_B are slave nodes, thereby completing the preparations before marshaling. At this time, the system enters the near field communication network link layer topology establishment process, Loc1_A is the main node, and the topology node sequence number is set to 00. At the same time, a 00 inquiry main frame is sent through the wired and wireless networks of the Loc1_A device to inquire about the next section. Figure 3As can be seen from the figure, through the wired network Loc1_B will receive the inquiry main frame of the master node Loc1_A, and the Loc1_B slave node will respond according to the grouping parameters. The master node Loc1_A receives the response from the Loc1_B slave node, sets the sequence number of the Loc1_B slave node to 01 according to the grouping parameters, and sends the 00 sorting main frame to the Loc1_B slave node. The Loc1_B slave node receives the sorting main frame, confirms the 01 sorting, and returns the confirmation frame to the master node Loc1_A. At this time, the master node completes the establishment of topological nodes 00 and 01. Continuing the above process, Loc1_A sends out a 00 inquiry main frame, which reaches the Loc1_B node through the wired network and is relayed through the Loc1_B slave node wireless network. At this time, the Loc2_A slave node receives it and responds according to the grouping parameters, and reaches the Loc1_A master node through the Loc1_B slave node wireless network and wired network. The Loc1_A master node sets the Loc2_A node sequence number to 10 according to the grouping parameters, and sends a 00 sorting main frame to Loc2_A. The Loc2_A slave node receives the sorting main frame, confirms the 10 sorting, and returns the confirmation frame to the master node Loc1_A. At this time, the master node completes the establishment of topological nodes 00, 01, and 10. After that, Loc1_A continues to send out 00 inquiry master frames, which reach Loc1_B node through the wired network and are forwarded by the wireless network relay of Loc1_B slave node. Loc2_A slave node receives it through the wireless network and then forwards it to Loc2_B through the wired network relay. At this time, Loc2_B slave node receives it and responds according to the grouping parameters, and reaches Loc1_A master node through the wireless network and wired network relay of Loc2_A and Loc1_B slave nodes. Loc1_A master node root According to the grouping parameters, the serial number of the Loc2_B slave node is set to 11, and the 11 sorting master frame is sent to the Loc2_B slave node through the wireless network and wired network relay of the Loc1_B and Loc2_A slave nodes. The Loc2_B slave node receives the sorting master frame, confirms the 11 sorting, and returns the confirmation frame to the master node Loc1_A through the wireless network and wired network relay of the Loc2_A and Loc1_B slave nodes. At this time, the master node completes the establishment of topological nodes 00, 01, 10, and 11. Continuing the above process, Loc1_A continues to send 00 inquiry master frames, which are relayed through Loc1_B, Loc2_A, and Loc2_B. Figure 3There are no new nodes. At this time, the master node Loc1_A cannot receive a response after the timeout, forming a near-field communication network topology. On this basis, the master node Loc1_A sends the network topology through the wireless network and wired network of the Loc1_B, Loc2_A, and Loc2_B slave nodes. After receiving the Loc1_B, Loc2_A, and Loc2_B slave nodes, Loc1_B responds to the corresponding network topology node number 01, Loc2_A responds to the network topology node number 10 through the Loc1_B relay, and Loc2_B responds to the network topology node number 11 through the Loc2_A and Loc1_B relays. After the master node Loc1_A receives the network topology number responses from the slave nodes, it sends a network topology establishment completion signal to each slave node, forming the near-field communication network number T1 of the train head reconnected locomotive group. At this point, the network topology of the master and slave nodes of the train head connected locomotive group is established.

[0053] Example 4

[0054] like Figure 4 As shown in the figure, a real-time control system for the micro-power consumption wireless reconnection network of heavy-duty coupled locomotives is constructed. Figure 4 In the heavy-load combined train, the "2+2" marshaling method is adopted, that is, the front of the train is pulled by two coupled locomotives, and the middle of the train is arranged with two coupled locomotives for traction. Figure 4 Taking the two coupled locomotives in the middle of the train as an example, the running direction of each coupled locomotive needs to be set, and the reconnection switch setting of each locomotive is enabled. The unit control unit Loc1_A of the first locomotive in the middle in the same direction as the driving end of the operating locomotive is set to the same direction end, otherwise Loc1_B is set to the reverse end. The coupled and reconnected locomotive Loc2_A is set to the same direction end, and Loc2_B is set to the reverse end. Then Loc1_A, Loc1_B, Loc2_A, and Loc2_B are initialized. After the initialization is completed, Loc1_A, Loc1_B, Loc2_A, and Loc2_B are all set to the weak master state. The model, car number, master car, slave car, and distance parameters of the marshaling train are set through the locomotive's human-machine interface unit. The first locomotive in the middle and the train operating car's same-direction unit section control unit Loc1_A are set as the master node, and the other Loc1_B, Loc2_A, and Loc2_B are slave nodes, thus completing the preparations before marshaling. At this time, the system enters the near-field communication network link layer topology formation processing, Loc1_A is the master node, and the topology node sequence number is set to 00. At the same time, a 00 inquiry master frame is sent through the wired and wireless networks of the Loc1_A device to inquire about the next section. Figure 3As can be seen from the figure, through the wired network Loc1_B will receive the inquiry main frame of the master node Loc1_A, and the Loc1_B slave node will respond according to the grouping parameters. The master node Loc1_A receives the response from the Loc1_B slave node, sets the sequence number of the Loc1_B slave node to 01 according to the grouping parameters, and sends the 00 sorting main frame to the Loc1_B slave node. The Loc1_B slave node receives the sorting main frame, confirms the 01 sorting, and returns the confirmation frame to the master node Loc1_A. At this time, the master node completes the establishment of topological nodes 00 and 01. Continuing the above process, Loc1_A sends out a 00 inquiry main frame, which reaches the Loc1_B node through the wired network and is relayed through the Loc1_B slave node wireless network. At this time, the Loc2_A slave node receives it and responds according to the grouping parameters, and reaches the Loc1_A master node through the Loc1_B slave node wireless network and wired network. The Loc1_A master node sets the Loc2_A node sequence number to 10 according to the grouping parameters, and sends a 00 sorting main frame to Loc2_A. The Loc2_A slave node receives the sorting main frame, confirms the 10 sorting, and returns the confirmation frame to the master node Loc1_A. At this time, the master node completes the establishment of topological nodes 00, 01, and 10. After that, Loc1_A continues to send out 00 inquiry master frames, which reach Loc1_B node through the wired network and are forwarded by the wireless network relay of Loc1_B slave node. Loc2_A slave node receives it through the wireless network and then forwards it to Loc2_B through the wired network relay. At this time, Loc2_B slave node receives it and responds according to the grouping parameters. It reaches Loc1_A master node through the wireless network and wired network relay of Loc2_A and Loc1_B slave nodes. Loc1_A master node According to the grouping parameters, the serial number of the Loc2_B slave node is set to 11, and the 11 sorting master frame is sent to the Loc2_B slave node through the wireless network and wired network relay of the Loc1_B and Loc2_A slave nodes. The Loc2_B slave node receives the sorting master frame, confirms the 11 sorting, and returns the confirmation frame to the master node Loc1_A through the wireless network and wired network relay of the Loc2_A and Loc1_B slave nodes. At this time, the master node completes the establishment of topological nodes 00, 01, 10, and 11. Continuing the above process, Loc1_A continues to send 00 inquiry master frames, which are relayed through Loc1_B, Loc2_A, and Loc2_B. Figure 4There are no new nodes. At this time, the Loc1_A master node cannot receive a response after the timeout, forming a near-field communication network topology. On this basis, the Loc1_A master node sends the network topology through the wireless network and wired network of the Loc1_B, Loc2_A, and Loc2_B slave nodes. After receiving the Loc1_B, Loc2_A, and Loc2_B slave nodes, Loc1_B responds to the corresponding network topology node number 01, Loc2_A responds to the network topology node number 10 through the Loc1_B relay, and Loc2_B responds to the network topology node number 11 through the Loc2_A and Loc1_B relays. After the Loc1_A master node receives the network topology number responses from the slave nodes, it sends a network topology establishment completion signal to each slave node, forming the near-field communication network number T2 of the train middle-part multiple-unit locomotive group. At this point, the network topology of the master and slave nodes of the train middle-part multiple-unit locomotive group is established.

[0055] Example 5

[0056] like Figure 1 The main node of the operating car of the train head coupled to the multiple locomotive and the main node of the first locomotive in the middle form a same-direction remote communication network (Network A), and exchange information between the near-field communication network T1 and the near-field communication network T2, including the control commands of the operating car and the feedback information of each car. The reverse-end slave node of the main car of the train head coupled to the multiple locomotive and the reverse-end slave node of the first locomotive in the middle form a reverse-end remote communication network (Network B), and exchange information between the near-field communication network T1 and the near-field communication network T2, including the control commands of the operating car and the feedback information of each car. The same-direction remote communication network (Network A) and the reverse-end remote communication network (Network B) are mutually redundant.

[0057] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0058] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A real-time control system for heavy-load coupled locomotives based on micro-power wireless reconnection networking, characterized in that: include: Two short-range communication processing modules, the two short-range communication processing modules communicate with each other via a mapping server; The first short-range communication processing module exchanges data with the micro-power wireless communication modules of each unit of the first coupled locomotive group; the first short-range communication processing module and the first coupled locomotive group construct a head communication node for multiple locomotives at the head of the combined train; The second short-range communication processing module exchanges data with the micro-power wireless communication modules of each unit of the second coupled locomotive group; the second short-range communication processing module and the second coupled locomotive group construct a central communication node for multiple locomotives in the middle of the combined train; The head communication node and the middle communication node use a long-distance communication method, and the head or middle multiple coupled locomotives use a short-distance communication method; The first short-range communication processing module communicates with the mapping server in the remote reconnection unit through the mapping server; the mapping server in the remote reconnection unit exchanges data with the same-direction end communication link module and the reverse-direction end communication link module; The data includes locomotive operation control instructions and locomotive traction operation status feedback information; The micro-power consumption wireless communication module of each unit section of the first coupled locomotive set communicates with the dual-band redundant antenna corresponding to each unit section of the coupled locomotive set, and the micro-power consumption wireless communication module of each unit section of the second coupled locomotive set communicates with the dual-band redundant antenna corresponding to each unit section of the coupled locomotive set; The signal U sent by the dual-band redundant antenna fs1 (t) is expressed as: Among them, A fs is the amplitude of the signal, f c is the carrier frequency of the signal, Δf p is the frequency deviation frequency of the signal, is the initial phase of the signal, s m (t) is the modulation signal.

2. A heavy-load coupled locomotive, comprising a main locomotive and a slave locomotive; characterized in that: The master vehicle and the slave vehicle are both provided with the real-time control system according to claim 1.

3. The heavy-load coupled locomotive according to claim 2, characterized in that: The master vehicle and the slave vehicle communicate via dual-band redundant antennas.

4. A control method for a heavy-load coupled locomotive according to claim 2 or 3, characterized in that: The method includes: The real-time control system of each locomotive enters standby mode after being powered on; The locomotive unit section with the same running direction as the train is set as the same direction end, and the opposite direction is set as the reverse end; The real-time control system is set to initialize after receiving the same direction end or reverse direction end signal, and after confirming that the wireless communication and wired communication modules are normal, it will enter the weak master state; Set the model, car number, master car, slave car, and distance parameters between each locomotive of the marshaled train; according to the set parameters, the real-time control system of the first same-direction joint of the coupled locomotive group in the same direction as the train control joint is set as the master node, and the real-time control systems of the remaining cars are set as slave nodes; The master node sets the topological node sequence number, the master node sends an inquiry master frame, the first slave node receives the inquiry master frame from the master node, and responds to the inquiry master frame, the master node receives the response, and sets the slave node sequence number of the response to the first sequence number, sends a sorting master frame to the slave node, the first slave node receives the sorting master frame, confirms the sorting, and returns a confirmation frame to the master node; The master node sends out an inquiry main frame, which is relayed by the first slave node. The second slave node receives it and responds according to the grouping parameters. The response information reaches the master node through the first slave node. The master node sets the sequence number of the second slave node to the second sequence number according to the grouping parameters, and sends a sorting main frame to the second slave node. The second slave node receives the sorting main frame, confirms the sorting, and returns a confirmation frame to the master node. The master node sends out an inquiry master frame, which is relayed by the first slave node. The second slave node receives the information relayed by the first slave node and relays it to the third slave node. The third slave node receives the information and responds according to the grouping parameters. The response information is relayed to the master node through the second slave node and the first slave node. The master node sets the sequence number of the third slave node to the third sequence number according to the grouping parameters, and sends out a sorting master frame to the third slave node through the first slave node and the second slave node. The third slave node receives the sorting master frame, and after confirming the sorting, returns a confirmation frame to the master node through the second slave node and the first slave node. And so on, until the master node receives no response after the timeout, the master node sends the network topology through all slave nodes. After all slave nodes receive the network topology information, they each respond with the corresponding network topology node number. After the master node receives the network topology number responses from all slave nodes, it sends a network topology establishment completion signal to each slave node, forming the near-field communication networking number T1 of the train head coupled locomotive set and the near-field communication networking number T2 of the train middle coupled locomotive set, completing the establishment of the master and slave node network topology of the train coupled locomotive set.

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