A modular vehicle-to-vehicle system compatible with existing track circuits

Abstract

The present application discloses a modular vehicle-to-vehicle system compatible with existing track circuits. After power-on, the onboard operation center broadcasts an ID command frame to the track circuit reader according to a preset period. The track circuit reader receives the ID information after verification, and then receives the information frame and parses it before sending the track circuit frame to the onboard operation center. If the track circuit reader receives the ID command frame, the ID information is updated. The onboard protection system receives the carrier frequency and low-frequency information through the interface of the track circuit reader, determines the validity of the speed code and the safety information of the section, and obtains the speed information according to the low-frequency information when the data of the track circuit reader is valid and the carrier frequency information meets the preset rules, and executes the corresponding safety measures. By introducing the communication mechanism between the onboard operation center and the track circuit reader, it is ensured that the newly built trains can not only use the advanced vehicle-to-vehicle system but also be compatible with the track circuit format of the existing line, thereby improving the reliability and flexibility of the existing system.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a modular vehicle-to-vehicle system compatible with existing rail circuits. Background Art

[0002] With the development of urban rail transit, the vehicle-to-vehicle communication (V2V)-based vehicle-to-vehicle communication system has gradually become a key technology to improve the efficiency and safety of subway operations. In the existing technology, the Intelligent Transportation System (ITS) is mainly responsible for route handling, and the Regional Controller (RC) specifically executes route settings according to the route command issued by the ITS. In addition, the In-vehicle Operation Center (IVOC) applies for resources from the ground RC based on the current position and direction of the train, obtains the current online train list from the RC, identifies the train ahead and establishes a communication connection. This technical solution is relatively mature and will be widely used in new subway lines in the future.

[0003] However, in actual applications, many existing subway lines still operate with traditional track circuits. Due to long-term use, the operating efficiency of these lines can no longer meet the growing urban transportation needs. Therefore, it is particularly urgent to upgrade these traditional lines. However, due to the high daily operating pressure of existing lines and the extremely short time window for debugging (usually at night), directly replacing the existing system completely is risky and difficult to implement.

[0004] In view of this, how to propose a vehicle-to-vehicle communication system solution that is compatible with the traditional track circuit format has become one of the many problems that technical personnel in this field have to face. Summary of the invention

[0005] The purpose of this application is to provide a modular vehicle-to-vehicle system that is compatible with existing track circuits in order to overcome the existing technical defects. By introducing a communication mechanism between an on-board operation center and a track circuit reader, it ensures that newly built trains can both utilize advanced vehicle-to-vehicle systems and be compatible with the track circuit standards of existing lines, thereby improving the reliability and flexibility of the existing system.

[0006] The purpose of this application is achieved through the following technical solutions:

[0007] In a first aspect, the present application proposes a modular vehicle-to-vehicle system compatible with existing track circuits, the system comprising an onboard operation center, a track circuit reader, and an onboard protection subsystem, wherein the onboard operation center establishes two independent links with the track circuit readers at both ends of the train;

[0008] After power-on, the onboard operation center broadcasts ID command frames to the track circuit reader according to a preset period;

[0009] The track circuit reader verifies the ID command frame and then receives the ID information sent by the onboard operation center;

[0010] The track circuit reader receives the information frame sent by the vehicle operation center, parses it, and then sends the track circuit frame to the vehicle operation center. If the track circuit reader receives the ID command frame, it updates the ID information.

[0011] The on-board protection system receives the carrier frequency and low-frequency information through the interface of the track circuit reader, and determines the validity of the speed code and the safety information of the section based on the carrier frequency and low-frequency information. When the data of the track circuit reader is valid and the carrier frequency information meets the preset rules, the speed information is obtained based on the low-frequency information and corresponding safety measures are implemented.

[0012] In a possible implementation, both ends of the vehicle operation center initiate link establishment requests, the track circuit reader at the control end decodes based on the link establishment request and sends the decoding result to the vehicle operation center, and the track circuit reader at the non-control end sends no carrier frequency and no low frequency information.

[0013] In a possible implementation manner, the ID includes the ID of the vehicle operation center and the ID assigned by the vehicle operation center.

[0014] In a possible implementation manner, the frame type field is set in the outer layer of the ID command frame and the information frame, and the frames are respectively sent after being converted into FFFE.

[0015] In a possible implementation, the vehicle protection subsystem monitors carrier frequency changes, does not monitor carrier frequency changes in RM mode, and ensures that carrier frequency information changes comply with preset rules in CM mode, otherwise the speed code is considered invalid and emergency braking is triggered.

[0016] In a possible implementation manner, the speed information includes the maximum safety speed, the target speed, the sound and light alarm speed, the speed to cancel the sound and light alarm speed, the traction cut-off speed, the traction cut-off cancellation, the full common braking speed, and the full common braking speed cancellation;

[0017] The onboard protection system sends an emergency braking command when the current train speed reaches or exceeds the maximum safe speed;

[0018] When the current train speed reaches or exceeds the traction cut-off speed, the on-board protection system sends a traction cut-off command to the vehicle, which lasts until the train speed drops again to cancel the traction cut-off speed;

[0019] When the current train speed reaches or exceeds the traction cut-off trigger speed, the on-board protection system sends a traction cut-off command to the vehicle, which lasts until the train speed drops again to the traction cut-off cancellation speed;

[0020] When the current train speed reaches or exceeds the alarm prompt speed, the on-board protection system sends an overspeed alarm to the human-machine interface, causing the human-machine interface to display an overspeed alarm and emit a prompt sound, which lasts until the train speed drops again to the alarm prompt speed.

[0021] When the current train speed reaches or exceeds the full service braking speed, the on-board protection system sends full service braking to the vehicle, which lasts until the train speed drops again to cancel the full service braking speed.

[0022] In a possible implementation, the modular vehicle system supports CM mode, RM mode, RD mode and EUM mode. In CM mode, if the speed code is invalid or downgraded, it will prompt to downgrade to RM mode.

[0023] In one possible implementation, the modular vehicle-to-vehicle system includes a human-machine interface, which displays a running light, a target speed zero light, a speeding warning light, and an ATP fault light respectively.

[0024] The above-mentioned main scheme of the present application and its further options can be freely combined to form multiple schemes, all of which are schemes that can be adopted and claimed for protection in the present application; and in the present application, (non-conflicting options) options and other options can also be freely combined. After understanding the scheme of the present application, those skilled in the art can understand that there are multiple combinations based on the prior art and common knowledge, all of which are technical schemes to be protected by the present application, and they are not exhaustively listed here.

[0025] The present application discloses a modular vehicle-to-vehicle system compatible with existing track circuits. After power-on, the onboard operation center broadcasts an ID command frame to the track circuit reader according to a preset period. The track circuit reader receives the ID information after verification, and then receives the information frame and parses it before sending the track circuit frame to the onboard operation center. If the track circuit reader receives the ID command frame, the ID information is updated. The onboard protection system receives the carrier frequency and low-frequency information through the interface of the track circuit reader, determines the validity of the speed code and the safety information of the section, and obtains the speed information according to the low-frequency information when the data of the track circuit reader is valid and the carrier frequency information meets the preset rules, and executes the corresponding safety measures. By introducing the communication mechanism between the onboard operation center and the track circuit reader, it is ensured that the newly built trains can not only use the advanced vehicle-to-vehicle system but also be compatible with the track circuit format of the existing line, thereby improving the reliability and flexibility of the existing system. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0027] Figure 1 A schematic diagram of the communication process of a modular vehicle-to-vehicle system compatible with existing track circuits proposed in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0028] The following describes the embodiments of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0029] Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making any creative work shall fall within the scope of protection of this application.

[0030] In the existing technology, the vehicle-to-vehicle system technology has matured and has been applied in newly opened subway lines. Some subway lines based on track circuit systems that have been in operation for a long time may have increased failure rates and low operating efficiency. However, considering the current high pressure on daily operations and short time for nighttime renovation and debugging, etc.

[0031] Therefore, in order to solve the above problems, the embodiment of the present application proposes a modular vehicle-to-vehicle system compatible with existing track circuits. It is compatible with the existing track circuit system, and the new trains gradually replace the old trains on the existing lines, which greatly improves the convenience and feasibility of signal system upgrades and renovations. In addition, strict carrier frequency and low-frequency information processing logic and smooth switching between multiple modes ensure the safety and efficiency of driving.

[0032] Please refer to Figure 1 , Figure 1 A schematic diagram of the communication process of a modular vehicle-to-vehicle system compatible with existing track circuits proposed in an embodiment of the present application is shown. The system includes an in-vehicle operation center (IVOC), a track circuit reader (TCR) and an in-vehicle protection subsystem (Automatic Train Protection, ATP). The in-vehicle operation center establishes two independent links with the track circuit readers at both ends of the train respectively;

[0033] After power-on, the onboard operation center broadcasts ID command frames to the track circuit reader according to a preset period;

[0034] The track circuit reader verifies the ID command frame and then receives the ID information sent by the onboard operation center;

[0035] The track circuit reader receives the information frame sent by the onboard operation center, parses and processes it, and then sends the track circuit frame to the onboard operation center. If the track circuit reader receives the ID command frame, it updates the ID information.

[0036] The on-board protection system receives the carrier frequency and low-frequency information through the interface of the track circuit reader, and determines the validity of the speed code and the safety information of the section based on the carrier frequency and low-frequency information. When the data of the track circuit reader is valid and the carrier frequency information meets the preset rules, the speed information is obtained based on the low-frequency information and corresponding safety measures are implemented.

[0037] Figure 1 After power-on, IVOC starts to send information frames containing ID command frames every 200 milliseconds. TCR will not send message frames to IVOC before obtaining the ID. Once the ID is obtained, it will send message frames. The response time is TCR_T_Rsp. In addition, IVOC will also send an information frame every 2000 milliseconds. The whole process is cyclic.

[0038] The communication process between the on-board operation center IVOC and the track circuit reader TCR is as follows: First, IVOC is used as the communication object (for example, ID is 0x5511), and two independent security connections are established with the two TCRs at both ends of the train (for example, TCR ID at end 1 is 0x76A1, and TCR ID at end 2 is 0x76B2), respectively, to ensure that IVOC can access the TCRs at both ends. After IVOC is powered on, it broadcasts ID command frames to TCRs at a fixed period (2 seconds). In each period, IVOC may send information frames and ID command frames at the same time. TCR verifies after receiving the ID command frame. If the verification is successful, the ID assigned by IVOC is accepted and the ID of IVOC is recorded. If TCR has accepted the ID assigned by IVOC and obtained the ID of IVOC, it will parse and process when it receives the information frame of IVOC, and reply the track circuit frame to IVOC. Otherwise, TCR will not send any reply to IVOC.

[0039] In order to facilitate TCR to distinguish ID command frames and information frames, a frame type field is added to the outer layer of the application data frame. Specifically, the frame type field value of the ID command frame is ID_TYPE (fixed value 0xE5), and the frame type field value of the information frame is RQST_TYPE (fixed value 0xF7). The RSSP-1 data frame in the ID command frame and the information frame is sent after FFFE conversion. Finally, after receiving the ID assigned by IVOC, once the TCR receives the RSSP-1 data frame of IVOC, it will reply to the IVOC with a message frame, thus completing a complete communication interaction. The forms of the ID command frame and the information frame are shown in Table 1:

[0040] Table 1

[0041]

[0042] Both ends of the on-board operation center initiate link establishment requests. The track circuit reader at the control end decodes based on the link establishment request and sends the decoding result to the on-board operation center. The track circuit reader at the non-control end sends no carrier frequency and no low frequency information.

[0043] After power-on, both the head and tail ends of IVOC will initiate a link establishment request to TCR, indicating that TCR needs to maintain a communication connection with both ends of IVOC. TCR can be divided into control end TCR and non-control end TCR. After receiving the link establishment request, the control end TCR decodes the track circuit information and sends the decoding result to the corresponding IVOC, which is used to control the operation of the train. After receiving the link establishment request, the non-control end TCR will not decode, but send no carrier frequency and no low frequency information (information that does not contain actual decoded data). The non-control end IVOC will not use this information to control the train.

[0044] The ID includes the ID of the vehicle operation center and the ID assigned by the vehicle operation center.

[0045] The ID of the vehicle operation center is the unique identifier of the vehicle operation center (IVOC) itself, for example, the ID of the IVOC is 0x5511. The ID assigned by the vehicle operation center (TCR ID) is the unique identifier assigned by the vehicle operation center to the track circuit reader. For example, the ID of the TCR 1 end is 0x76A1, and the ID of the TCR 2 end is 0x76B2.

[0046] The outer layer of the ID command frame and the information frame sets the frame type field, and performs FFFE conversion respectively before sending.

[0047] In order to ensure the consistency and reliability of communication, the message frame sent by TCR to IVOC also performs FFFE protocol conversion on RSSP-1 data. The specific format is as follows: The TCR message frame format is shown in Table 2:

[0048] Table 2

[0049]

[0050] The outer layer of the ID command frame and the information frame sets the frame type field, specifically the frame type field value of the ID command frame is ID_TYPE (fixed value 0xE5), the frame type field value of the information frame is RQST_TYPE (fixed value 0xF7), and the RSSP-1 data frame in the ID command frame and the information frame is converted to FFFE before sending. This ensures that the data will not be misread or damaged during transmission.

[0051] The onboard protection system receives carrier frequency and low frequency information through the interface of the track circuit reader (TCR), and judges whether the speed code is valid based on the carrier frequency and low frequency information, and determines the safety status of the track section where the train is currently located. When the data of the track circuit reader is valid and the carrier frequency information meets the preset rules, the low frequency information will be further processed. The corresponding speed information is obtained based on the low frequency information, and corresponding safety measures are implemented accordingly, such as adjusting the train speed or triggering an alarm.

[0052] The vehicle protection subsystem monitors carrier frequency changes. In RM mode, it does not monitor carrier frequency changes. In CM mode, it ensures that carrier frequency information changes comply with preset rules. Otherwise, the speed code is considered invalid and emergency braking is triggered.

[0053] ITP receives carrier frequency and low frequency information through the track circuit reader (TCR) interface. Based on this frequency information, ITP obtains the validity of the current speed code of the line train and the emergency brake intervention (EBI) and target speed (TS) of the section in which it is located. In RM mode, the carrier frequency change is not monitored, and as long as the received carrier frequency is valid, it is sufficient.

[0054] In CM mode, when the received carrier frequency does not change from the uplink and downlink directions to which the last received valid carrier frequency belongs, it is considered to comply with the preset rules (for example, f2 is followed by f5 or f7, both of which are reasonable); otherwise, it is considered not to comply with the preset rules (for example, f1 is followed by f2 / f5 / f7, all of which are unreasonable). In addition, f4, f9 and no carrier frequency are special carrier frequencies, and when these special carrier frequencies are inserted in the uplink and downlink carrier frequency sequence, the change is also considered reasonable. If the carrier frequency change is unreasonable, the speed code is considered invalid, and ITP outputs an emergency braking command. After the train stops, the MMI prompts "Confirm entry into RM". In addition, emergency braking can be relieved after entering RM mode, and CM mode can be re-entered after receiving valid track circuit information.

[0055] Speed ​​information includes maximum safety speed, target speed, sound and light alarm speed, cancellation of sound and light alarm speed, traction cut-off speed, cancellation of traction cut-off, full normal braking speed, cancellation of full normal braking speed;

[0056] The onboard protection system sends an emergency braking command when the current train speed reaches or exceeds the maximum safe speed;

[0057] When the current train speed reaches or exceeds the traction cut-off speed, the on-board protection system sends a traction cut-off command to the vehicle, which lasts until the train speed drops again to cancel the traction cut-off speed;

[0058] When the current train speed reaches or exceeds the traction cut-off trigger speed, the on-board protection system sends a traction cut-off command to the vehicle, which lasts until the train speed drops again to the traction cut-off cancellation speed;

[0059] When the current train speed reaches or exceeds the alarm prompt speed, the on-board protection system sends an overspeed alarm to the human-machine interface, causing the human-machine interface to display an overspeed alarm and emit a prompt sound, which lasts until the train speed drops again to the alarm prompt speed.

[0060] When the current train speed reaches or exceeds the full service braking speed, the on-board protection system sends full service braking to the vehicle, which lasts until the train speed drops again to cancel the full service braking speed.

[0061] The maximum safe speed (MSS) is the maximum speed allowed by the train, the target speed (TS) is the target speed that the train should maintain, the sound and light alarm speed (OVS ACT) is the threshold for triggering the overspeed alarm, the cancellation of the sound and light alarm speed (OVSDEACT) is the threshold for releasing the overspeed alarm, the traction cut-off speed (TI ACT) is the threshold for triggering the traction cut-off command, the cancellation of the traction cut-off speed (TIDEACT) is the threshold for releasing the traction cut-off command, and the full service brake speed (FSB ACT) is the threshold for triggering the full service brake command.

[0062] When the train speed reaches or exceeds the maximum safe speed (MSS), the ITP sends an emergency braking command to the vehicle to ensure that the train slows down immediately to avoid danger. When the train speed reaches or exceeds the traction cut-off speed (TI ACT), the ITP sends a traction cut-off command to the vehicle to prevent the train from entering an overspeeding state. This command lasts until the train speed drops to the cancellation of the traction cut-off speed (TIDEACT). When the train speed reaches or exceeds the sound and light alarm speed (OVS ACT), the ITP sends an overspeed alarm signal to the man-machine interface (MMI), causing the MMI to display an overspeed alarm and sound a prompt. The alarm lasts until the train speed drops to the cancellation of the sound and light alarm speed (OVSDEACT). When the train speed reaches or exceeds the full service brake speed (FSB ACT), the ITP sends a full service brake command to the vehicle to brake the train. Braking lasts until the train speed drops to the cancellation of the full service brake speed (FSB DEACT).

[0063] The modular vehicle system supports CM mode, RM mode, RD mode and EUM mode. In CM mode, if the speed code is invalid or downgraded, it will prompt to downgrade to RM mode.

[0064] The modular vehicle system supports four main driving modes: UR_EUM, UR_RM, UR_RD and CM. The UR_EUM mode is an unrestricted manual driving mode, which is entered when the cab is activated and the IVOC cut-off switch is in the cut-off position; the UR_RM mode is a restricted manual driving mode, which is entered when the key switch is turned on and the cut-off switch is not in the cut-off position; the UR_RD mode is a cab deactivation mode, which is entered when the cab is deactivated; the CM mode is a manual driving mode under automatic train protection when the track circuit speed code is valid, ensuring that the train runs within a safe range. The entry conditions include the highest preset mode being CM, the speed code being valid, and the train speed being zero or the speed being less than the emergency brake intervention speed (EBI).

[0065] The key conversion conditions include: from any mode to UR_EUM, the IVOC cut-off switch must be turned to the cut-off position; from UR_EUM to UR_RM, the train speed must be zero and the IVOC cut-off switch must be turned to the control position; from UR_RM to CM, the highest preset mode must be CM, the speed code must be valid, and the train speed must be zero or the speed must be less than EBI.

[0066] The mode conversion mechanism ensures that the train switches modes appropriately according to actual needs and safety requirements under different operating conditions, thereby ensuring the safety and flexibility of driving. For example, in CM mode, if the speed code is invalid or the train is downgraded, an emergency brake will be output and a prompt will be given to downgrade to UR_RM mode. The driver will complete the conversion after confirmation. In addition, when the train is at zero speed, the driver can set the highest preset driving mode to RM to achieve downgrade from CM to UR_RM, ensuring the safe operation of the train in various situations.

[0067] The modular vehicle-to-vehicle system includes a human-machine interface, which displays the running light, target speed zero light, overspeed warning light and ATP fault light.

[0068] When the highest preset mode is RM, the speed code is valid, and the target speed TS is not 0, the running light will flash, prompting the driver to upgrade to CM mode. In CM mode, if the target speed TS is not 0, the running light will be on.

[0069] In CM mode, when the target speed TS is 0, the running light is off, and the target speed zero light is always on.

[0070] When a train overspeeds, the overspeed warning light will stay on to remind the driver to pay attention to the speed.

[0071] When a fault occurs in the working state of ATP (Automatic Train Protection System), the ATP fault light will be on, indicating that the system fault needs to be handled.

[0072] Compared with the prior art, the embodiments of the present application have the following beneficial effects:

[0073] First, by introducing the communication mechanism between the on-board operation center and the track circuit reader, it ensures that newly built trains can not only utilize advanced vehicle systems but also be compatible with the track circuit standards of existing lines, thereby improving the reliability and flexibility of the existing system.

[0074] Second, driving safety and efficiency are guaranteed through strict carrier frequency and low-frequency information processing logic and smooth switching between multiple modes.

[0075] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A modular vehicle-to-vehicle system compatible with existing track circuits, characterized in that: The system includes an on-board operation center, a track circuit reader, and an on-board protection subsystem, wherein the on-board operation center establishes two independent links with the track circuit readers at both ends of the train; After power-on, the onboard operation center broadcasts ID command frames to the track circuit reader according to a preset period; The track circuit reader verifies the ID command frame and then receives the ID information sent by the onboard operation center; The track circuit reader receives the information frame sent by the vehicle operation center, parses it, and then sends the track circuit frame to the vehicle operation center. If the track circuit reader receives the ID command frame, it updates the ID information. The on-board protection system receives the carrier frequency and low-frequency information through the interface of the track circuit reader, and determines the validity of the speed code and the safety information of the section based on the carrier frequency and low-frequency information. When the data of the track circuit reader is valid and the carrier frequency information meets the preset rules, the speed information is obtained based on the low-frequency information and corresponding safety measures are implemented.

2. The modular vehicle system according to claim 1, characterized in that: Both ends of the on-board operation center initiate link establishment requests. The track circuit reader at the control end decodes based on the link establishment request and sends the decoding result to the on-board operation center. The track circuit reader at the non-control end sends no carrier frequency and no low frequency information.

3. The modular vehicle system according to claim 1, characterized in that: The ID includes the ID of the vehicle operation center and the ID assigned by the vehicle operation center.

4. The modular vehicle system according to claim 1, characterized in that: The outer layer of the ID command frame and the information frame sets the frame type field, and performs FFFE conversion respectively before sending.

5. The modular vehicle system according to claim 1, characterized in that: The vehicle protection subsystem monitors carrier frequency changes. In RM mode, it does not monitor carrier frequency changes. In CM mode, it ensures that carrier frequency information changes comply with preset rules. Otherwise, the speed code is considered invalid and emergency braking is triggered.

6. The modular vehicle system according to claim 1, wherein: Speed ​​information includes maximum safety speed, target speed, sound and light alarm speed, cancellation of sound and light alarm speed, traction cut-off speed, cancellation of traction cut-off, full normal braking speed, cancellation of full normal braking speed; The onboard protection system sends an emergency braking command when the current train speed reaches or exceeds the maximum safe speed; When the current train speed reaches or exceeds the traction cut-off speed, the on-board protection system sends a traction cut-off command to the vehicle, which lasts until the train speed drops again to cancel the traction cut-off speed; When the current train speed reaches or exceeds the traction cut-off trigger speed, the on-board protection system sends a traction cut-off command to the vehicle, which lasts until the train speed drops again to the traction cut-off cancellation speed; When the current train speed reaches or exceeds the alarm prompt speed, the on-board protection system sends an overspeed alarm to the human-machine interface, causing the human-machine interface to display an overspeed alarm and emit a prompt sound, which lasts until the train speed drops again to the alarm prompt speed. When the current train speed reaches or exceeds the full service braking speed, the on-board protection system sends full service braking to the vehicle, which lasts until the train speed drops again to cancel the full service braking speed.

7. The modular vehicle system according to claim 1, characterized in that: The modular vehicle system supports CM mode, RM mode, RD mode and EUM mode. In CM mode, if the speed code is invalid or downgraded, it will prompt to downgrade to RM mode.

8. The modular vehicle system according to claim 1, wherein: The modular vehicle-to-vehicle system includes a human-machine interface, which displays a running light, a target speed zero light, an overspeed warning light and an ATP fault light respectively.

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