A method and system for automatically identifying a reconnection mode, and a rail transit device

Abstract

The application discloses a kind of heavy connection mode automatic identification method, through WTB receiving the central control unit (CCU) life signal of other vehicle, judge whether the CCU life signal value of other vehicle jumps, if normal jump, then determine that rail transit equipment adopts WTB heavy connection mode;If the CCU life signal value of other vehicle does not jump, slave vehicle receives the first control instruction that master vehicle is periodically sent through special hard-wire channel.When slave vehicle successfully receives the first control instruction each time, and second control instruction is returned to master vehicle, when master vehicle successfully receives the second control instruction, it is determined to adopt hard-wire heavy connection mode;If master vehicle and / or slave vehicle do not receive hard-wire control instruction, then determine to be non-WTB non-hard-wire heavy connection mode;So as to realize the heavy connection mode automatic identification of rail transit equipment, simplify the process of heavy connection mode conversion setting, avoid the situation that driver forgets to set and leads to heavy connection communication unsuccessful.The application also provides a kind of locomotive heavy connection mode automatic identification system and rail transit equipment.

Description

TECHNICAL FIELD

[0001] The present application relates to a kind of reconnection mode automatic identification method, system and rail transit equipment, belong to railway transportation field. BACKGROUND

[0002] Currently, when reconnection between locomotives or between track engineering vehicles, communication is mainly through WTB (Wire Train Bus) bus. In actual application, a flat car is connected in the middle of some engineering vehicles, so hard-wire reconnection mode needs to be used. WTB bus is a bus technology used for data communication between trains, which works based on twisted shielded wire, and the transmission rate is usually 1 Mbit / s. WTB reconnection mode (i.e., twisted wire train bus reconnection mode) refers to connecting multiple trains or locomotives through WTB bus to realize data communication and control synchronization between trains or locomotives. WTB reconnection mode is commonly used in high-speed motor trains and heavy-load trains, which can efficiently transmit a large amount of data and ensure coordinated operation between trains. Hard-wire reconnection mode refers to directly connecting the control systems of trains or locomotives through physical cables (such as hard-wire) to transmit signals and instructions. Hard-wire reconnection mode is usually used in traditional railway systems and has the characteristics of simple connection and high reliability, and is also used in some occasions with high requirements for real-time performance and reliability, such as marshalling operation of subway trains.

[0003] When reconnection control between track engineering vehicles or locomotives, WTB reconnection mode is usually used by default. When switching to hard-wire reconnection mode, it needs to be set through HMI (Human Machine Interface). When switching back to WTB reconnection mode, it also needs to be set on HMI. Since the conversion of reconnection mode affects train safety, the operation of conversion needs to be performed on the HMI maintenance interface. When logging in to the HMI maintenance interface, a password needs to be entered, which is a relatively cumbersome process. There is also a situation where the driver forgets to set the reconnection mode, resulting in unsuccessful reconnection communication. Therefore, there is an urgent need to provide a technical solution for automatic identification of reconnection mode to effectively solve the above problems. SUMMARY

[0004] The present application aims to provide a reconnection mode automatic identification method for rail transit equipment, which automatically identifies the reconnection mode of rail transit equipment through a central control unit (CCU), realizes automatic operation of reconnection mode conversion for rail transit equipment, simplifies the operation process, and avoids human factors causing reconnection communication failure.

[0005] To achieve the above purpose, the technical solution adopted by the present application is as follows: a reconnection mode automatic identification method, the method comprising the following steps:

[0006] S0, if the current reconnection mode of the rail transit equipment is the reconnection mode of the cable train bus, step S1 is entered; the rail transit equipment comprises a master control vehicle (key occupation) and a slave vehicle (key non-occupation);

[0007] S1, the central control unit of the master control vehicle receives the central control unit life signal of the slave vehicle through the cable train bus, and judges whether the central control unit life signal value of the slave vehicle jumps or not, if yes, step S2 is entered; if no, step S3 is entered;

[0008] S2, the central control unit of the slave vehicle receives the central control unit life signal of the master control vehicle through the cable train bus, and judges whether the central control unit life signal value of the master control vehicle jumps or not, if yes, it is judged that the rail transit equipment is the reconnection mode of the cable train bus, step S0 is entered; if no, step S3 is entered;

[0009] S3, the master control vehicle periodically sends a first control instruction through a special hard-wire channel, judges whether the rail transit equipment is in a reconnection mode conversion state or not, if yes, initializes an integer i as 0, and each time the slave vehicle receives the first control instruction, i is accumulated by 1, step S4 is entered;

[0010] S4, judges whether i jumps or not, if yes, it is judged that the slave vehicle is a hard-wire reconnection mode, and a second control instruction is periodically returned to the master control vehicle through the special hard-wire channel, step S5 is entered; if no, it is judged as a non-cable train bus non-hard-wire reconnection mode, and the rail transit equipment is operated alone;

[0011] S5, initializes an integer j as 0, and each time the master control vehicle receives the second control instruction, j is accumulated by 1, step S6 is entered;

[0012] S6, judges whether j jumps or not, if yes, it is judged that the master control vehicle is a hard-wire reconnection mode; if no, it is judged as a non-cable train bus non-hard-wire reconnection mode, and the rail transit equipment is operated alone.

[0013] According to the embodiments of the present application, the present application can be further optimized, and the following is the technical scheme formed after optimization:

[0014] In one preferred embodiment, the number of the special hard-wire channels is one.

[0015] In one preferred embodiment, the first control instruction is one pulse high level or / and the second control instruction is two pulse high levels.

[0016] Generally, two special hard-wire channels are needed for the master vehicle and the slave vehicle to identify whether the hard-wire transmission is normal. In the present application, the number of special hard-wire channels for identifying whether the hard-wire transmission is normal can be set to one, and two different instructions transmitted by the master vehicle and the slave vehicle respectively can be transmitted through the one special hard-wire channel. Therefore, more hard-wire control instructions can be transmitted under the condition of limited number of hard-wire channels.

[0017] In one preferred embodiment, i is reset to 0 when i>65535 and / or j is reset to 0 when j>65535.

[0018] In one preferred embodiment, the period of the first control instruction transmission is 2s and / or the period of the second control instruction transmission is 2s.

[0019] In one preferred embodiment, the step S0 further comprises: if the current reconnection mode of the rail transit equipment is the hard-wire reconnection mode, entering step S7.

[0020] S7, the master vehicle periodically transmits the first control instruction through the special hard-wire channel, and initializes i to 0; i is accumulated by 1 each time the slave vehicle receives the first control instruction, and enters step S8.

[0021] S8, determining whether i jumps, if yes, determining that the slave vehicle is in the hard-wire reconnection mode, and periodically transmitting the second control instruction to the master vehicle through the special hard-wire channel, and entering step S9; if no, entering step S10.

[0022] S9, initializing j to 0; j is accumulated by 1 each time the master vehicle receives the second control instruction, and determining whether j jumps, if yes, determining that the master vehicle is in the hard-wire reconnection mode; if no, entering step S10.

[0023] S10, determining whether the rail transit equipment is in a reconnection mode conversion state, if yes, entering step S11.

[0024] S11, the central control unit of the master vehicle receives the central control unit life signal of the slave vehicle through the twisted train bus, and determines whether the central control unit life signal value of the slave vehicle jumps, if yes, entering step S12; if no, determining that it is a non-twisted train bus and a non-hard-wire reconnection mode, and the rail transit equipment is in a single machine operation.

[0025] S12, receiving the host car central control unit life signal from the slave car central control unit through the twisted train bus, and judging whether the host car central control unit life signal value jumps, if yes, determining that the rail transit equipment is in the twisted train bus reconnection mode, and entering step S0; if not, determining that the rail transit equipment is in the non-hard-wire reconnection mode, and the rail transit equipment is in single-machine operation.

[0026] In the present application, the rail transit equipment defaults to the WTB reconnection mode, and when the WTB reconnection mode does not meet the actual train reconnection requirement, the hard-wire reconnection mode is determined to be used. The rail transit equipment can also be flexibly set according to the actual requirement, and defaults to the hard-wire reconnection mode, and when the hard-wire reconnection mode does not meet the train reconnection requirement, the WTB reconnection mode is determined to be used.

[0027] In one preferred embodiment, in steps S1 and S11, it is judged whether the slave car central control unit life signal value is received and jumps within a first time interval; or / and in steps S2 and S12, it is judged whether the host car central control unit life signal value is received and jumps within a first time interval; or / and in steps S3 and S7, i is accumulated by 1 each time the slave car receives the first control instruction within a second time interval; or / and in steps S5 and S9, j is accumulated by 1 each time the host car receives the second control instruction within a third time interval.

[0028] In one preferred embodiment, the first time interval is 2s, or / and the second time interval is 2s, or / and the third time interval is 2s.

[0029] Based on the same concept, the present application also provides a reconnection mode automatic identification system, which comprises a memory and one or more processors; the memory stores one or more programs, and when the one or more programs are executed by the one or more processors, the one or more processors implement the steps of the above method.

[0030] Based on the same concept, the present application also provides a rail transit equipment, which comprises a rail transit equipment body, and the rail transit equipment is also configured with the above reconnection mode automatic identification system.

[0031] Compared with the prior art, the beneficial effects of the present application are that the reconnection mode automatic identification method provided by the present application receives the central control unit life signal of the other vehicle through WTB communication, judges whether the central control unit life signal value of the other vehicle jumps, if normally jumps, determines that the rail transit equipment adopts the WTB reconnection mode, the marshalling is controlled according to the WTB reconnection mode, and a prompt is given in the HMI; if the central control unit life signal value of the other vehicle does not jump, the slave vehicle receives the first control instruction periodically sent by the master vehicle through the special hard-wire channel. When the slave vehicle successfully receives the first control instruction each time, the second control instruction is returned to the master vehicle. When the master vehicle successfully receives the second control instruction, it is determined that the rail transit equipment adopts the hard-wire reconnection mode, the marshalling is controlled according to the hard-wire reconnection mode, and a prompt is given in the HMI. If the slave vehicle does not receive the first control instruction transmitted by the master vehicle, or the master vehicle does not receive the second control instruction returned by the slave vehicle, it is determined that the rail transit equipment is a non-twisted train bus non-hard-wire reconnection mode, and is in a single-machine operation state. Thus, the reconnection mode automatic identification of the rail transit equipment is realized, the process of reconnection mode conversion setting is simplified, and the situation that the driver forgets to set and causes unsuccessful reconnection communication is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0032] Figure 1 is a reconnection mode automatic identification flowchart of the rail transit equipment of the embodiment 1 of the present application;

[0033] Figure 2 is a reconnection mode automatic identification flowchart of the rail transit equipment of the embodiment 2 of the present application. DETAILED DESCRIPTION

[0034] The present application will be described in detail below with reference to the accompanying drawings and in combination with embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0035] Embodiment 1

[0036] Figure 1 is a reconnection mode automatic identification flowchart of the rail transit equipment of the embodiment 1 of the present application. Figure 1 The provided flow is a reconnection mode automatic identification flow when the default reconnection mode of the rail transit equipment is the WTB reconnection mode. The specific implementation process includes:

[0037] S0, if the current reconnection mode of the rail transit equipment is the WTB reconnection mode, step S1 is entered; the rail transit equipment includes a master vehicle and a slave vehicle;

[0038] S1, the master vehicle's CCU receives the slave vehicle's CCU life signal through WTB communication, judges whether the slave vehicle's CCU life signal value jumps or not, if yes, enters step S2; if no, enters step S3; the jump includes sequential increase within the value range and revaluating 0 when reaching the maximum value within the value range;

[0039] S2, the slave vehicle's CCU receives the master vehicle's CCU life signal through WTB communication, judges whether the master vehicle's CCU life signal value jumps or not, if yes, determines that the WTB reconnection mode, the rail transit equipment controls the vehicle in the WTB reconnection mode, and prompts in the HMI, enters step S0; if no, enters step S3;

[0040] According to the rail transit communication network protocol, the range of CCU life signal value can be set as (0, 65535). Detecting whether the CCU life signal value jumps or not, that is, detecting whether the CCU life signal value sequentially increases within the range of (0, 65535) or revaluates 0 when greater than 65535, if yes, defaults to the WTB reconnection mode, controls the vehicle in the WTB reconnection mode, and prompts in the HMI.

[0041] S3, the master vehicle periodically sends the first control instruction through the special hard-wire channel, judges whether the rail transit equipment is in the reconnection mode allowing conversion state or not, if yes, initializes the integer i as 0, when the slave vehicle receives the first control instruction in each second time interval, accumulates the count of the first control instruction, that is, the value of i is added by 1, enters step S4;

[0042] When the current reconnection mode of the rail transit equipment is the WTB reconnection mode, the vehicle cannot receive the other vehicle's jump CCU life signal within the first time interval (2 seconds in this embodiment), even if the other vehicle's instruction is received through the hard-wire channel, only when the rail transit equipment is in the reconnection mode allowing conversion state, the hard-wire reconnection mode is allowed to be switched; when the vehicle is the master vehicle, the other vehicle is the slave vehicle; when the vehicle is the slave vehicle, the other vehicle is the master vehicle; the reconnection mode allowing conversion state of the rail transit equipment includes: locomotive stationary, controller zero position, pantograph down and main break open.

[0043] S4, judges whether i jumps or not, if yes, determines that the slave vehicle is in the hard-wire reconnection mode, and periodically returns the second control instruction to the master vehicle, enters step S5; if no, determines that it is not the WTB and hard-wire reconnection mode, and the rail transit equipment runs alone;

[0044] S5, initializes the integer j as 0, when the master vehicle receives the second control instruction in each third time interval, accumulates the count of the second control instruction, that is, the value of j is added by 1, enters step S6;

[0045] S6, determining whether j is jumping, if yes, determining that the host vehicle is in hard-wire reconnection mode; if no, determining that the host vehicle is in non-WTB non-hard-wire reconnection mode, and the rail transit device is running in single mode.

[0046] The reconnection mode automatic recognition method provided in the embodiment is used when the rail transit device defaults to use WTB reconnection mode. When the WTB reconnection mode does not meet the actual reconnection requirement of the train, the corresponding reconnection mode is automatically determined according to the automatic recognition method provided in the embodiment.

[0047] In the embodiment, the number of special hard-wire channels used to identify whether the hard-wire transmission is normal is only one, while in the normal case, two special hard-wire channels are needed between the host vehicle and the slave vehicle to identify whether the hard-wire transmission is normal. Since the reconnection socket cable is limited, under the condition that the number of hard-wire channels n is limited, the embodiment can realize that more hard-wire channels are used for hard-wire code transmission, so that more hard-wire control instructions can be transmitted, that is, the remaining n-1 hard-wire channels are used to form hard-wire codes for control instruction transmission, and the n-1 hard-wire channels can form 2 n-1 -1 code instructions; while in the normal case, the remaining hard-wire channels are n-2, which can form 2 n-2 -1 code instructions; one more hard-wire channel can increase the number of hard-wire code instructions transmitted by about 2 times. Wherein, n is determined by the number of code instructions.

[0048] In the embodiment, one hard-wire channel is used to transmit two different instructions sent by the host vehicle and the slave vehicle, and the specific implementation process is as follows:

[0049] Through one special hard-wire channel in the reconnection socket, the CCU of the host vehicle periodically (2 seconds in the embodiment) sends one 200ms pulse high level, and the corresponding control instruction code can be regarded as “1”. When the slave vehicle receives the control instruction code “1” sent by the host vehicle in each second time interval (2 seconds in the embodiment), the instruction count is accumulated, and two 200ms pulse high levels are periodically (2 seconds in the embodiment) transmitted back, the high level instruction interval is 200ms, and the transmitted control instruction code can be regarded as “101”. When the host vehicle receives the control instruction code “101” transmitted back by the slave vehicle in each third time interval (2 seconds in the embodiment), the instruction count is also accumulated. When the host vehicle and the slave vehicle each determine that the instruction count is jumping (in the embodiment, when the instruction count reaches 65535, it starts from 0), the hard-wire channel communication of the host vehicle and the slave vehicle is normal, it is determined to use hard-wire reconnection mode, and the host vehicle is controlled in the hard-wire reconnection mode.

[0050] In the embodiment, if the other vehicle CCU life signal value is not received by WTB communication and the other vehicle instruction is not received by the hard-wire channel, it is determined that the non-WTB non-hard-wire reconnection mode, i.e., the rail transit equipment is in a single machine operation state.

[0051] Embodiment 2

[0052] Figure 2 The flowchart for automatically identifying the reconnection mode of the rail transit equipment in Embodiment 2 of the application is shown in FIG. 2. Figure 2 The provided flowchart is for automatically identifying the reconnection mode of the rail transit equipment when the default reconnection mode of the rail transit equipment is the hard-wire reconnection mode. The specific implementation process includes:

[0053] S0, if the current reconnection mode of the rail transit equipment is the hard-wire reconnection mode, go to step S7;

[0054] S7, the master vehicle periodically sends the first control instruction through the special hard-wire channel, initializes i as 0, and each time the slave vehicle receives the first control instruction in the second time interval, adds the count of the first control instruction, i.e., adds 1 to the value of i, and goes to step S8;

[0055] S8, judges whether i jumps or not, if yes, determines that the slave vehicle is in the hard-wire reconnection mode, and periodically returns the second control instruction to the master vehicle through the special hard-wire channel, and goes to step S9; if no, goes to step S10;

[0056] S9, initializes j as 0, each time the master vehicle receives the second control instruction in the third time interval, adds the count of the second control instruction, i.e., adds 1 to the value of j, judges whether j jumps or not, if yes, determines that the master vehicle is in the hard-wire reconnection mode; if no, goes to step S10;

[0057] S10, judges whether the rail transit equipment is in a reconnection mode conversion allowed state or not, if yes, goes to step S11;

[0058] When the reconnection mode of the rail transit equipment is the hard-wire reconnection mode, the hard-wire instruction count (i and / or j) of the vehicle does not jump, even if the other vehicle CCU life signal value is received by WTB communication, only when the rail transit equipment is in the reconnection mode conversion allowed state, the WTB reconnection mode is allowed to be switched. The jump includes the sequential increase in the value range and the re-take value as 0 when reaching the maximum value in the value range; when the vehicle is the master vehicle, the other vehicle is the slave vehicle; when the vehicle is the slave vehicle, the other vehicle is the master vehicle; the reconnection mode conversion allowed state of the rail transit equipment includes: the locomotive is stationary, the controller is in the zero position, the pantograph is lowered, and the main switch is open.

[0059] S11, the CCU of the slave vehicle receives the CCU life signal of the master vehicle through WTB communication, and judges whether the CCU life signal value of the slave vehicle jumps or not, if yes, step S12 is entered; if no, it is determined that the WTB hard-wire reconnection mode is not used, and the rail transit equipment is operated independently;

[0060] S12, the CCU of the slave vehicle receives the CCU life signal of the master vehicle through WTB communication, and judges whether the CCU life signal value of the master vehicle jumps or not, if yes, it is determined that the rail transit equipment is in the WTB reconnection mode, the rail transit equipment is controlled in the WTB reconnection mode, and a prompt is given in the HMI, and step S0 is entered; if no, it is determined that the WTB hard-wire reconnection mode is not used, and the rail transit equipment is operated independently.

[0061] According to the rail transit communication network protocol, the range of the CCU life signal value can be set as (0, 65535). It is detected whether the CCU life signal value jumps or not, that is, whether the CCU life signal value sequentially increases within the range of (0, 65535) or is reset to 0 when greater than 65535, if yes, it is determined that the WTB reconnection mode is used, the rail transit equipment is controlled in the WTB reconnection mode, and a prompt is given in the HMI.

[0062] The reconnection mode automatic recognition method provided in the embodiment is used when the rail transit equipment defaults to use the hard-wire reconnection mode. When the hard-wire reconnection mode does not meet the actual reconnection requirements of the train, the automatic recognition method provided in the embodiment is used to automatically determine the corresponding reconnection mode.

[0063] In the embodiment, the number of special hard-wire channels used to identify whether the hard-wire transmission is normal is only one, while in the normal case, two special hard-wire channels are needed between the master vehicle and the slave vehicle to identify whether the hard-wire transmission is normal. Since the number of reconnection socket cables is limited, under the condition that the number of hard-wire channels n is limited, the embodiment can realize that more hard-wire channels are used for hard-wire code transmission, so that more hard-wire control instructions can be transmitted, that is, the remaining n-1 hard-wire channels are used to form a hard-wire code for control instruction transmission, and the n-1 hard-wire channels can form 2 n-1 -1 code instructions; while in the normal case, the remaining n-2 hard-wire channels can form 2 n-2 -1 code instructions; one more hard-wire channel can increase the number of hard-wire code instructions transmitted by about 2 times. Wherein, n is determined by the number of code instructions.

[0064] In the embodiment, one hard-wire channel is used to transmit two different instructions sent by the master vehicle and the slave vehicle, respectively, and the specific implementation process is as follows:

[0065] The master vehicle sends a 200ms pulse high level periodically (2 seconds in this embodiment) through a special hard-wire channel in the socket, and the corresponding control instruction code can be regarded as "1". After the slave vehicle receives the control instruction code "1" sent by the master vehicle periodically (2 seconds in this embodiment) in the second time interval (2 seconds in this embodiment), the instruction count is accumulated, and two 200ms pulse high levels are returned periodically (2 seconds in this embodiment), and the high level instruction interval is 200ms, and the returned control instruction code can be regarded as "101". After the master vehicle receives the control instruction code "101" returned by the slave vehicle periodically (2 seconds in this embodiment) in the third time interval (2 seconds in this embodiment), the instruction count is also accumulated. When the master vehicle and the slave vehicle each determine that the instruction count is jumping (in this embodiment, when the instruction count is 65535, it starts from 0), the hard-wire channel communication of the master vehicle and the slave vehicle is normal, the hard-wire reconnection mode is determined, and the vehicle is controlled in the hard-wire reconnection mode.

[0066] In this embodiment, if the CCU life signal value of the other vehicle cannot be received through the WTB communication, and the instruction of the other vehicle cannot be received through the hard-wire channel, it is determined that it is a non-WTB non-hard-wire reconnection mode, that is, the rail transit equipment is in a single machine operation state.

[0067] Embodiment 3

[0068] This embodiment provides a reconnection mode automatic identification system, which comprises a memory and one or more processors; the memory stores one or more programs, and when the one or more programs are executed by the one or more processors, the one or more processors implement the steps of the method in Embodiment 1 and / or Embodiment 2.

[0069] Embodiment 4

[0070] This embodiment provides a rail transit equipment, which comprises a rail transit equipment body and the reconnection mode automatic identification system in Embodiment 3. Since the rail transit equipment is provided with the reconnection mode automatic identification system in Embodiment 3, the rail transit equipment has the same actual effect as the reconnection mode automatic identification system.

[0071] The content illustrated in the above embodiments should be understood as that the embodiments are only used to more clearly illustrate the present application, and are not used to limit the scope of the present application. After reading the present application, various equivalent modifications of the embodiments made by those skilled in the art all fall within the scope defined by the appended claims of the present application.

Claims

1. A method for automatically identifying a reconnection mode, characterized in that: The method comprises the following steps: S0, if the current reconnection mode of the rail transit equipment is the twisted-wire train bus reconnection mode, proceed to step S1; the rail transit equipment includes a master vehicle and a slave vehicle; S1, the central control unit of the master vehicle receives the life signal of the central control unit of the slave vehicle through the twisted-wire train bus, and determines whether the life signal value of the central control unit of the slave vehicle jumps. If so, proceed to step S2; if not, proceed to step S3; S2, the central control unit of the slave vehicle receives the life signal of the central control unit of the master vehicle through the twisted-wire train bus, and determines whether the life signal value of the central control unit of the master vehicle jumps. If so, it is determined that the rail transit equipment is in the twisted-wire train bus reconnection mode and the process proceeds to step S0; if not, the process proceeds to step S3; S3, the master vehicle periodically sends a first control instruction through a dedicated hard-wire channel to determine whether the rail transit equipment is in a state where the reconnection mode allows conversion. If so, an integer i is initialized to 0. Each time the slave vehicle receives the first control instruction, i is incremented by 1, and the process proceeds to step S4; S4, determine whether i jumps. If so, determine that the slave vehicle is in hard-wired reconnection mode, and periodically return the second control instruction to the master vehicle through a dedicated hard-wire channel, and enter step S5; if not, determine that the non-twisted-wire train bus is in non-hard-wired reconnection mode, and the rail transit equipment is operating alone; S5, initialize the integer j to 0, and each time the master vehicle receives the second control instruction, j is incremented by 1. Go to step S6; S6, determine whether j jumps, if so, determine that the master control vehicle is in hard-wired reconnection mode; if not, determine that it is a non-twisted-wire train bus non-hard-wired reconnection mode, and the rail transit equipment is running alone.

2. The method for automatically identifying a reconnection mode according to claim 1, characterized in that: The number of the dedicated hard-wire channel is one.

3. The method for automatically identifying a reconnection mode according to claim 1, characterized in that: The first control instruction is one pulse high level and / or the second control instruction is two pulse high levels.

4. The method for automatically identifying a reconnection mode according to claim 1, wherein: When i>65535, reset i to 0 and / or when j>65535, reset j to 0.

5. The method for automatically identifying a reconnection mode according to claim 1, characterized in that: The first control instruction is sent at a period of 2 seconds and / or the second control instruction is returned at a period of 2 seconds.

6. The method for automatically identifying a reconnection mode according to any one of claims 1 to 5, characterized in that: The step S0 further includes: if the current reconnection mode of the rail transit equipment is a hard-wire reconnection mode, proceeding to step S7; S7, the master control vehicle periodically sends the first control instruction through the dedicated hard-wire channel, initializing i to 0, When the slave vehicle receives the first control instruction each time, i is incremented by 1, and the process goes to step S8; S8, determine whether i jumps. If so, determine that the slave vehicle is in hard-wired reconnection mode, and periodically return the second control instruction to the master vehicle through a dedicated hard-wire channel, and go to step S9; if not, go to step S10; S9, initialize j to 0. Each time the master vehicle receives the second control instruction, j is incremented by 1. It is determined whether j jumps. If so, it is determined that the master vehicle is in hard-wired reconnection mode. If not, proceed to step S10. S10, determining whether the rail transit equipment is in a state where the reconnection mode allows switching, if so, proceeding to step S11; S11, the central control unit of the master vehicle receives the life signal of the central control unit of the slave vehicle through the twisted-wire train bus, and determines whether the life signal value of the central control unit of the slave vehicle jumps. If so, the process proceeds to step S12; if not, it is determined that the train bus is not in a twisted-wire and non-hard-wire reconnection mode, and the rail transit equipment is operating as a single unit. S12, through the twisted-wire train bus, the central control unit of the slave vehicle receives the life signal of the central control unit of the master vehicle, and determines whether the life signal value of the central control unit of the master vehicle jumps. If so, it is determined that the rail transit equipment is in a twisted-wire train bus reconnection mode and enters step S0; if not, it is determined to be a non-twisted-wire train bus non-hard-wire reconnection mode, and the rail transit equipment operates as a single machine.

7. The method for automatically identifying a reconnection mode according to claim 6, characterized in that: In the step S1 and the step S11, it is determined whether the life signal value of the central control unit of the slave vehicle is received and changes within a first time interval; Or / and in step S2 and step S12, determining whether the life signal value of the central control unit of the master vehicle is received and changes within a first time interval; or / and in step S3 and step S7, when the slave vehicle receives the first control instruction each time within the second time interval, i is cumulatively incremented by 1; Or / and in step S5 and step S9, when the master control vehicle receives the second control instruction within the third time interval each time, j is cumulatively increased by 1.

8. The method for automatically identifying a reconnection mode according to claim 7, characterized in that: The first time interval is 2 seconds and / or the second time interval is 2 seconds and / or the third time interval is 2 seconds.

9. A reconnection mode automatic identification system, characterized in that: The system includes a memory and one or more processors; one or more programs are stored on the memory, and when the one or more programs are executed by the one or more processors, the one or more processors implement the steps of the method according to any one of claims 1 to 8.

10. A rail transit equipment, comprising a rail transit equipment body, characterized in that: The rail transit equipment is further equipped with the reconnection mode automatic identification system as claimed in claim 9.

Images