Train control system and train control method
By adopting the vehicle-level control unit and the train-level CAN bus with a Gemini bus architecture in the train control system, the pair-to-two redundancy between vehicles is achieved, solving the problem of poor management of traditional TMS systems when the multi-redundancy requirements of equipment is high, and improving the The efficiency and flexibility of train management.
Patent Information
- Application Number
- CN202411278751.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-12
- Publication Date
- 2025-01-10
AI Technical Summary
When traditional architecture TMS systems face train management with a large number of equipment and high redundancy requirements, it is difficult to achieve accurate and efficient management, especially because the number of available nodes on the CAN bus is small, making it difficult to meet efficient in scenarios with a large number of train equipment. Manage requirements.
A train control system is designed, and a vehicle-level control unit with a Gemini bus architecture is used to communicate with the vehicle-level control unit through the train-level CAN bus, and switch to the redundant sub-bus when the vehicle-level control unit is abnormal, realizing the two between vehicles. Two redundancy ensures efficient and accurate management of trains.
Improves the redundancy and flexibility of train management, realizes efficient and accurate management of trains, increases the number of available nodes, reduces the load of single network bus, supports more device nodes, and is simple in structure, easy to expand and reduce the programming. .
Smart Images
Figure CN119283931A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to train control technology, and in particular to a train control system and a train control method. Background Art
[0002] CAN bus control technology is widely used in the field of rail transportation because of its advantages of real-time transmission, short frame structure, high reliability, and the ability to detect, limit and handle errors. Due to the small number of available nodes in the CAN bus, it is difficult for the TMS system with traditional architecture to manage trains accurately and efficiently when facing projects with a large number of devices and high redundancy requirements. Summary of the invention
[0003] The embodiments of the present application provide a train control system and a train control method, which can achieve efficient and accurate management of trains.
[0004] The technical solution of the embodiment of the present application is implemented as follows:
[0005] The embodiment of the present application provides a train control system, which is applied to a train, wherein the train includes multiple vehicle groups, each vehicle group includes two adjacent vehicles; the system includes: a train-level control unit, a train-level CAN bus, a vehicle-level control unit corresponding to each vehicle, and a vehicle-level CAN bus corresponding to each vehicle, wherein the vehicle-level CAN bus includes a first sub-bus and a second sub-bus; wherein,
[0006] The train-level control unit is communicatively connected with each of the vehicle-level control units via the train-level CAN bus;
[0007] For any one of the plurality of vehicle groups, when a vehicle-level control unit of a first vehicle in the vehicle group operates normally, the subsystem device of the first vehicle communicates with the vehicle-level control unit of the first vehicle through the first sub-bus;
[0008] When the vehicle-level control unit of the first vehicle is abnormal, the subsystem device of the first vehicle communicates with the vehicle-level control unit of the second vehicle in the vehicle group through the second sub-bus.
[0009] In the above scheme, the vehicle-level control unit of the vehicle includes a first CAN interface and a second CAN interface; the first CAN interface of the vehicle-level control unit of the first vehicle is connected to the first sub-bus of the first vehicle, and the second CAN interface of the vehicle-level control unit of the first vehicle is connected to the second sub-bus of the second vehicle.
[0010] In the above scheme, when the vehicle-level control unit of the first vehicle in the vehicle group works normally, the first CAN interface of the vehicle-level control unit of the first vehicle is in a working state and the second CAN interface of the vehicle-level control unit of the first vehicle is in a non-working state;
[0011] When the vehicle-level control unit of the first vehicle is abnormal, the first CAN interface of the vehicle-level control unit of the first vehicle is in an inoperative state and the second CAN interface of the vehicle-level control unit of the first vehicle is in an operative state.
[0012] In the above solution, the vehicle-level control unit of the vehicle includes a train communication interface;
[0013] The train communication interface is connected to the train-level CAN bus and is used to transmit information of the vehicle-level control unit, subsystem equipment and the train-level control unit of the vehicle.
[0014] In the above scheme, the multiple vehicle groups include two end vehicles located at both ends of the train, and the train-level control unit is disposed in the two end vehicles.
[0015] In the above scheme, the train communication interface includes a third CAN interface and a fourth CAN interface, and the third CAN interface and the fourth CAN interface are both connected to the train-level CAN bus;
[0016] The third CAN interface is used to transmit the instructions issued by the train-level control unit to the vehicle-level control unit, and to transmit the status information sent by the subsystem device to the train-level control unit;
[0017] The fourth CAN interface is used to transmit the vehicle status information of the vehicle to the vehicle-level control unit of the end vehicle.
[0018] In the above solution, the fourth CAN interface of the end vehicle is also used to send fault information.
[0019] In the above solution, the plurality of vehicle groups include a first end vehicle and a second end vehicle located at both ends of the train;
[0020] When the train-level control unit of the first end vehicle is offline, information is transmitted through the fourth interface of the second end vehicle.
[0021] The embodiment of the present application provides a train control method based on the train control system provided in the embodiment of the present application, which is applied to a first vehicle and includes:
[0022] Determine whether the vehicle-level control unit is functioning properly;
[0023] When it is determined that the vehicle-level control unit operates normally, controlling the subsystem device of the first vehicle to communicate with the vehicle-level control unit of the first vehicle through the first sub-bus;
[0024] When it is determined that the vehicle-level control unit of the first vehicle is abnormal, the subsystem device controlling the first vehicle communicates with the vehicle-level control unit of a second vehicle in the vehicle group through the second sub-bus.
[0025] The embodiment of the present application provides a train control device based on the train control system provided in the embodiment of the present application, characterized in that it is applied to a first vehicle and includes:
[0026] A determination module, used to determine whether the vehicle-level control unit is operating normally;
[0027] a first control module, configured to control the subsystem device of the first vehicle to communicate with the vehicle-level control unit of the first vehicle through the first sub-bus when it is determined that the vehicle-level control unit operates normally;
[0028] The second control module is used to control the subsystem device of the first vehicle to communicate with the vehicle-level control unit of the second vehicle in the vehicle group through the second sub-bus when it is determined that the vehicle-level control unit of the first vehicle is abnormal.
[0029] An embodiment of the present application provides an electronic device, including:
[0030] A memory for storing executable instructions;
[0031] The processor is used to implement the train control method provided in the embodiment of the present application when executing the executable instructions stored in the memory.
[0032] An embodiment of the present application provides a computer-readable storage medium storing executable instructions for causing a processor to execute and implement the train control method provided in the embodiment of the present application.
[0033] An embodiment of the present application provides a computer program product storing a computer program for implementing the train control method provided in the embodiment of the present application when executed by a processor.
[0034] The embodiments of the present application provide redundancy at the vehicle and train levels, thereby enabling pairwise redundancy between vehicles and enabling efficient and accurate management of trains. BRIEF DESCRIPTION OF THE DRAWINGS
[0035] Figure 1 is an optional structural diagram of a train control system provided in an embodiment of the present application;
[0036] Figure 2is an optional structural diagram of a train control system provided in an embodiment of the present application;
[0037] Figure 3 is a schematic diagram of an optional interface structure of a vehicle-level control unit provided in an embodiment of the present application;
[0038] Figure 4 is an optional structural diagram of a train control system provided in an embodiment of the present application;
[0039] Figure 5 It is an optional flow chart of the train control method provided in the embodiment of the present application. DETAILED DESCRIPTION
[0040] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings. The described embodiments should not be regarded as limiting the present application. All other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of this application.
[0041] In the following description, reference is made to “some embodiments”, which describe a subset of all possible embodiments, but it can be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.
[0042] In the following description, the terms "first\second\third" involved are merely used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that "first\second\third" can be interchanged with a specific order or sequence where permitted, so that the embodiments of the present application described here can be implemented in an order other than that illustrated or described here.
[0043] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.
[0044] In the related art, the train realizes train-level redundancy, but the structure is complex, the redundancy is low, and the flexibility is not high enough. Based on this, the embodiment of the present application provides a train control system and a train control method, which can improve redundancy and flexibility.
[0045] In one embodiment of the present invention, see Figure 1 , Figure 1It is an optional structural diagram of a train control system provided in an embodiment of the present application. A train control system is applied to a train, the train comprising a plurality of vehicle groups, each vehicle group comprising two adjacent vehicles; the system comprising: a train-level control unit 101, a train-level CAN bus 102, a vehicle-level control unit corresponding to each vehicle section and a vehicle-level CAN bus corresponding to each vehicle section, the vehicle-level CAN bus comprising a first sub-bus and a second sub-bus; wherein the train-level control unit 101 is communicatively connected with each of the vehicle-level control units via the train-level CAN bus 102; for any one of the plurality of vehicle groups 110, when the vehicle-level control unit 1111 of the first vehicle 111 in the vehicle group 110 operates normally, the subsystem device 1112 of the first vehicle 111 communicates with the vehicle-level control unit 1111 of the first vehicle 111 via the first sub-bus 1113; when the vehicle-level control unit 1111 of the first vehicle 111 is abnormal, the subsystem device 1112 of the first vehicle 111 communicates with the vehicle-level control unit 1121 of the second vehicle 112 in the vehicle group 110 via the second sub-bus 1114.
[0046] Here, when the vehicle-level control unit 1121 of the second vehicle 112 operates normally, the subsystem device 1122 of the second vehicle 112 communicates with the vehicle-level control unit 1121 of the second vehicle 121 through its first sub-bus 1123; when the vehicle-level control unit 1121 of the second vehicle 121 is abnormal, the subsystem device 1122 of the second vehicle 112 communicates with the vehicle-level control unit 1111 of the first vehicle 111 in the vehicle group 110 through its second sub-bus 1124.
[0047] In the embodiment of the present application, the CAN bus of the vehicle network is divided into a train-level CAN bus and a vehicle-level CAN bus. Each vehicle has a vehicle-level CAN bus, which connects all subsystem devices and vehicle-level control units of the vehicle. Here, the vehicle-level control unit is a programmable logic controller (PLC, Programmable Logic Controller) control unit. The train-level CAN bus connects the vehicle-level control units and train-level control units of all vehicles. Here, the train-level control unit includes devices such as TMS display screen, VATC and event recorder SDR to realize data communication and processing of the whole vehicle.
[0048] As an example, see Figure 2 , Figure 2It is an optional structural diagram of the train control system provided in the embodiment of the present application. The CAN bus of the whole vehicle network is divided into a train-level CAN bus and a vehicle-level CAN bus. There is a vehicle-level CAN bus on each of the six vehicles, which connects all subsystem devices and PLC control units of the vehicle. The train-level CAN bus connects all PLC control units, TMS display screens, VATCs, event recorders and other equipment to realize data communication and processing of the whole vehicle. Here, the subsystem equipment includes an auxiliary power supply system AP, a battery system BY, a door system DC, a driving control panel DCP, an end mask electrical module ECEM, a braking system FB, a liquid cooling system LC, an on-board communication system OCS, a traction system PP, an auxiliary steering system SA, a TCMS system, a tire pressure system TP, an air conditioning system VA, a train automatic control system VATC and a vehicle integrity module VIM.
[0049] In some embodiments, see Figure 3 , Figure 3 It is an optional interface structure diagram of a vehicle-level control unit provided in an embodiment of the present application, wherein the vehicle-level control unit of the vehicle includes a first CAN interface and a second CAN interface; the first CAN interface 301 of the vehicle-level control unit 1111 of the first vehicle is connected to the first sub-bus 1113 of the first vehicle, and the second CAN interface 302 of the vehicle-level control unit 1111 of the first vehicle is connected to the second sub-bus 1124 of the second vehicle.
[0050] In some embodiments, when the vehicle-level control unit of the first vehicle in the vehicle group is working normally, the first CAN interface of the vehicle-level control unit of the first vehicle is in a working state and the second CAN interface of the vehicle-level control unit of the first vehicle is in a non-working state; when the vehicle-level control unit of the first vehicle is abnormal, the first CAN interface of the vehicle-level control unit of the first vehicle is in a non-working state and the second CAN interface of the vehicle-level control unit of the first vehicle is in a working state.
[0051] Specifically, the first CAN interface 301 of the vehicle-level control unit 1111 of the first vehicle is CAN1, and the second CAN interface 302 is CAN4. The first CAN interface 301 is connected to the vehicle-level CAN bus of the vehicle, and the second CAN interface 302 is connected to the train-level CAN bus of the vehicle. The second CAN interface 302 is connected to the vehicle-level CAN bus of the neighboring vehicle to realize the neighboring vehicle redundancy function. Each vehicle-level CAN bus is connected to the CAN1 port of the PLC of the vehicle and the CAN4 port of the PLC of the neighboring vehicle. During normal operation, the PLC of the vehicle acts as a strong master, and the PLC of the neighboring vehicle acts as a weak master of this bus. As shown in the figure, when the PLCs of the C1 vehicle and the C2 vehicle can operate normally, the CAN1 ports of the PLCs of the two vehicles act as strong masters, execute the CANMaster function of the vehicle-level CAN bus of the vehicle, and can send and receive data on the bus at the same time. The CAN4 ports of the two vehicles only act as weak masters, so the dotted lines in the figure indicate the state where redundancy is not executed. See. Figure 4 , Figure 4 It is an optional structural diagram of the train control system provided in an embodiment of the present application. When the PLC of car C1 fails and cannot work normally, the CAN4 port of the PLC of car C2 is switched to the strong master of the vehicle-level CAN bus of car 3, and at the same time completes the communication between the vehicle-level bus of the car and the adjacent car and the train-level CAN bus, that is, realizes the vehicle-level redundancy function.
[0052] In some embodiments, the vehicle-level control unit of the vehicle includes a train communication interface; the train communication interface is connected to the train-level CAN bus and is used to transmit information of the vehicle-level control unit, subsystem equipment and the train-level control unit of the vehicle. In some embodiments, the multiple vehicle groups include two end vehicles located at both ends of the train, and the train-level control unit is disposed in both end vehicles.
[0053] In some embodiments, see Figure 4 , Figure 4 It is an optional interface structure diagram of the vehicle-level control unit provided in an embodiment of the present application, wherein the train communication interface includes a third CAN interface 401 and a fourth CAN interface 402, both of which are connected to the train-level CAN bus 102; the third CAN interface 401 is used to transmit instructions issued by the train-level control unit to the vehicle-level control unit, and to transmit status information sent by the subsystem device to the train-level control unit; the fourth CAN interface 402 is used to transmit the vehicle status information of the vehicle to the vehicle-level control unit of the end vehicle. In some embodiments, the fourth CAN interface of the end vehicle is also used to issue fault information.
[0054] In some embodiments, the multiple vehicle groups include a first end vehicle and a second end vehicle located at both ends of the train; when the train-level control unit of the first end vehicle is offline, information is transmitted through the fourth interface of the second end vehicle.
[0055] In the embodiment of the present application, the PLCs of the vehicles at both ends of the train also take on the work of the train main network. As an optional example, the vehicles at both ends of the train are Figure 1 The C1 car and C6 car are shown. The PLC of C1 car and C6 car have the node addresses of CAN5 port at the train level as 1 and 2 respectively, while the addresses of the other four cars are all set to 62. It can be seen from the CANopen bus communication protocol that the C1 car PLC prioritizes the data transmission and reception of the CAN5 port as the main device. When the C1 car PLC is offline, it automatically switches to the C6 car to execute the data transmission and reception of the CAN5 port. The CAN2 port and CAN5 port of the PLC of each car are connected to the same train-level CAN bus, but the functions of the CAN2 port and the CAN5 port in the embodiment of the present application are not consistent. In the program inside the PLC, the CAN2 port is only used to send RPDO, which is used to integrate and send the instructions sent by VATC and two TD screens to the vehicle. At the same time, it will send network fault judgment signals of some nodes, and the status information sent by each subsystem of the vehicle to the TD screen. The CAN5 port is mainly used by the PLC that executes the main network function of the train to collect the status information of the whole vehicle, and send some integrated fault information to the outside, such as major traction faults, steering auxiliary cylinder hydraulic pressure low fault judgment signals, etc.
[0056] In the embodiment of the present application, a single CAN bus can support 128 Node nodes, the number of available nodes in the traditional dual CAN network architecture is 256, and the number of available Node nodes in the 6 vehicle-level CAN buses in the embodiment of the present application is 768, with more available resources; data is distributed to different CAN networks, and the single network bus load is lower. For projects with a large number of subsystems in the whole vehicle, the node and bus load of the traditional dual CAN are difficult to meet the design requirements. At the same time, this architecture does not need to configure the subsystem intranet, and a single node is directly connected to the vehicle-level CAN bus. Except for the different coding addresses, the software code of each car PLC is the same. According to the needs, the expansion and reduction of 4 groups, 6 groups or even more groups can be freely realized without modifying the software of each subsystem and TCMS. The COBID and other information of the subsystems to which different vehicles belong can be the same, that is, the software of all car subsystems can be exactly the same. In addition, with the dual PLC architecture, only one CAN bus works at the same time, and the subsystem equipment must be connected to two buses at the same time; and the embodiment of the present application can be a single network port.
[0057] The embodiments of the present application provide redundancy at the vehicle and train levels, thereby enabling pairwise redundancy between vehicles and enabling efficient and accurate management of trains.
[0058] The present application also provides a CAN-based train control method, see Figure 5 , Figure 5 : is an optional flow chart of a train control method provided in an embodiment of the present application. The method is based on the train control system provided in an embodiment of the present application and is applied to a first vehicle, including:
[0059] Step 501, determining whether the vehicle-level control unit works normally;
[0060] Step 502, when it is determined that the vehicle-level control unit operates normally, controlling the subsystem device of the first vehicle to communicate with the vehicle-level control unit of the first vehicle through the first sub-bus;
[0061] Step 503 : when it is determined that the vehicle-level control unit of the first vehicle is abnormal, the subsystem device controlling the first vehicle communicates with the vehicle-level control unit of the second vehicle in the vehicle group through the second sub-bus.
[0062] The following further describes an exemplary structure of a train control device provided in an embodiment of the present application implemented as a software module. In some embodiments, the device includes:
[0063] A determination module, used to determine whether the vehicle-level control unit is operating normally;
[0064] a first control module, configured to control the subsystem device of the first vehicle to communicate with the vehicle-level control unit of the first vehicle through the first sub-bus when it is determined that the vehicle-level control unit operates normally;
[0065] The second control module is used to control the subsystem device of the first vehicle to communicate with the vehicle-level control unit of the second vehicle in the vehicle group through the second sub-bus when it is determined that the vehicle-level control unit of the first vehicle is abnormal.
[0066] The embodiment of the present application provides a computer program product or a computer program, which includes computer instructions stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the control method of the vehicle door interlock control circuit described in the embodiment of the present application.
[0067] An embodiment of the present application provides a computer-readable storage medium storing executable instructions, wherein executable instructions are stored. When the executable instructions are executed by a processor, the processor will be caused to execute the method provided by the embodiment of the present application.
[0068] In some embodiments, the computer-readable storage medium may be a memory such as FRAM, ROM, PROM, EPROM, EEPROM, flash memory, magnetic surface storage, optical disk, or CD-ROM; or it may be various devices including one or any combination of the above memories.
[0069] In some embodiments, executable instructions may be in the form of a program, software, software module, script or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as a stand-alone program or as a module, component, subroutine or other unit suitable for use in a computing environment.
[0070] As an example, executable instructions may, but need not, correspond to a file in a file system, may be stored as part of a file that stores other programs or data, such as in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple coordinated files (e.g., files storing one or more modules, subroutines, or code portions).
[0071] By way of example, executable instructions may be deployed to be executed on one computing device, or on multiple computing devices located at one site, or on multiple computing devices distributed across multiple sites and interconnected by a communication network.
[0072] In summary, the embodiments of the present application can improve the stability of the door interlock control circuit.
[0073] The above is only an embodiment of the present application and is not intended to limit the protection scope of the present application. Any modifications, equivalent substitutions and improvements made within the spirit and scope of the present application are included in the protection scope of the present application.
Claims
1. A train control system, characterized in that: Applied to a train, the train includes multiple vehicle groups, each vehicle group includes two adjacent vehicles; the system includes: a train-level control unit, a train-level CAN bus, a vehicle-level control unit corresponding to each vehicle, and a vehicle-level CAN bus corresponding to each vehicle, the vehicle-level CAN bus includes a first sub-bus and a second sub-bus; wherein, The train-level control unit is communicatively connected with each of the vehicle-level control units via the train-level CAN bus; For any one of the plurality of vehicle groups, when a vehicle-level control unit of a first vehicle in the vehicle group operates normally, the subsystem device of the first vehicle communicates with the vehicle-level control unit of the first vehicle through the first sub-bus; When the vehicle-level control unit of the first vehicle is abnormal, the subsystem device of the first vehicle communicates with the vehicle-level control unit of the second vehicle in the vehicle group through the second sub-bus.
2. The train control system according to claim 1, characterized in that: The vehicle-level control unit of the vehicle includes a first CAN interface and a second CAN interface; the first CAN interface of the vehicle-level control unit of the first vehicle is connected to the first sub-bus of the first vehicle, and the second CAN interface of the vehicle-level control unit of the first vehicle is connected to the second sub-bus of the second vehicle.
3. The train control system according to claim 2, characterized in that: When the vehicle-level control unit of the first vehicle in the vehicle group is operating normally, the first CAN interface of the vehicle-level control unit of the first vehicle is in an operating state and the second CAN interface of the vehicle-level control unit of the first vehicle is in an inoperative state; When the vehicle-level control unit of the first vehicle is abnormal, the first CAN interface of the vehicle-level control unit of the first vehicle is in an inoperative state and the second CAN interface of the vehicle-level control unit of the first vehicle is in an operative state.
4. The train control system according to claim 1, characterized in that: The vehicle-level control unit of the vehicle includes a train communication interface; The train communication interface is connected to the train-level CAN bus and is used to transmit information of the vehicle-level control unit, subsystem equipment and the train-level control unit of the vehicle.
5. The train control system according to claim 1, characterized in that: The multiple vehicle groups include two end vehicles located at both ends of the train, and the train-level control unit is disposed in the two end vehicles.
6. The train control system according to claim 1, characterized in that: The train communication interface includes a third CAN interface and a fourth CAN interface, and the third CAN interface and the fourth CAN interface are both connected to the train-level CAN bus; The third CAN interface is used to transmit the instructions issued by the train-level control unit to the vehicle-level control unit, and to transmit the status information sent by the subsystem device to the train-level control unit; The fourth CAN interface is used to transmit the vehicle status information of the vehicle to the vehicle-level control unit of the end vehicle.
7. The train control system according to claim 6, characterized in that: The fourth CAN interface of the end vehicle is also used to send fault information.
8. The train control system according to claim 7, characterized in that: The plurality of vehicle groups include a first end vehicle and a second end vehicle located at both ends of the train; When the train-level control unit of the first end vehicle is offline, information is transmitted through the fourth interface of the second end vehicle.
9. A train control method based on the train control system according to any one of claims 1 to 8, characterized in that: Applied to a first vehicle, comprising: Determine whether the vehicle-level control unit is functioning properly; When it is determined that the vehicle-level control unit operates normally, controlling the subsystem device of the first vehicle to communicate with the vehicle-level control unit of the first vehicle through the first sub-bus; When it is determined that the vehicle-level control unit of the first vehicle is abnormal, the subsystem device controlling the first vehicle communicates with the vehicle-level control unit of a second vehicle in the vehicle group through the second sub-bus.
10. A train control device based on the train control system according to any one of claims 1 to 8, characterized in that: Applied to a first vehicle, comprising: A determination module, used to determine whether the vehicle-level control unit is operating normally; a first control module, configured to control the subsystem device of the first vehicle to communicate with the vehicle-level control unit of the first vehicle through the first sub-bus when it is determined that the vehicle-level control unit operates normally; The second control module is used to control the subsystem device of the first vehicle to communicate with the vehicle-level control unit of the second vehicle in the vehicle group through the second sub-bus when it is determined that the vehicle-level control unit of the first vehicle is abnormal.