Vehicle reconnection method, vehicle reconnection device and train

Abstract

The invention provides a vehicle reconnection method, a vehicle reconnection device and a train, which can be applied to the field of public transportation. The vehicle reconnection method comprises the following steps: in response to monitoring that a next driving route of a first vehicle currently driving in a first route interval belongs to a second route interval, performing speed limiting control on the first vehicle based on a target speed information set corresponding to the second route interval, the driving speed threshold value of the first route section is different from the driving speed threshold value of the second route section; and in response to completion of mechanical hook coupling of the first vehicle and the second vehicle, electric hook coupling between the first vehicle and the second vehicle is executed, so that reconnection of the first vehicle and the second vehicle is completed.

Description

Technical Field

[0001] The present disclosure relates to the field of public transportation, and more specifically, to a vehicle reconnection method, a vehicle reconnection device, and a train. Background Art

[0002] The operation of trains depends on the line sections. Some line sections run on dedicated new lines, while other line sections run on old lines. Since the driving speed threshold of the new lines is different from that of the old lines, it is difficult to achieve the requirement of through operation of vehicles in line sections with different speed levels.

[0003] In one example, in manual driving mode, a staff member can set a switch for line switching, and operate the switch to achieve through-operation of vehicles in line sections with different speed levels. However, the above method increases the staff's operations and there is a possibility of misoperation, which may cause the vehicle's driving speed to not match the driving speed threshold of the line section, making it difficult to effectively ensure the efficiency and accuracy of vehicle reconnection in different line sections. Summary of the invention

[0004] In view of this, the present disclosure provides a vehicle reconnection method, a vehicle reconnection device, and a train.

[0005] According to one aspect of the present disclosure, a vehicle reconnection method is provided, comprising: in response to monitoring that the next travel route of a first vehicle currently traveling on a first route section belongs to a second route section, based on a target speed information set corresponding to the second route section, performing speed limit control on the first vehicle, wherein a travel speed threshold of the first route section is different from a travel speed threshold of the second route section; and, in response to the first vehicle and the second vehicle completing mechanical coupling, performing electrical coupling between the first vehicle and the second vehicle to complete the reconnection of the first vehicle and the second vehicle.

[0006] According to another aspect of the present disclosure, a vehicle reconnection device is provided, including: a speed limit control module for, in response to monitoring that the next travel route of a first vehicle currently traveling on a first route section belongs to a second route section, performing speed limit control on the first vehicle based on a target speed information set corresponding to the second route section, wherein the travel speed threshold of the first route section is different from the travel speed threshold of the second route section; and a vehicle reconnection module for, in response to the first vehicle and the second vehicle completing mechanical coupling, executing electrical coupling between the first vehicle and the second vehicle to complete the reconnection of the first vehicle and the second vehicle.

[0007] According to another aspect of the present disclosure, a train is provided, comprising the above-mentioned vehicle coupling device. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The above and other objects, features and advantages of the present disclosure will become more apparent through the following description of the embodiments of the present disclosure with reference to the accompanying drawings, in which:

[0009] Figure 1 The system architecture to which the vehicle reconnection method according to an embodiment of the present disclosure can be applied is schematically shown;

[0010] Figure 2 A flow chart of a vehicle reconnection method according to an embodiment of the present disclosure is schematically shown;

[0011] Figure 3 An example schematic diagram of a line section according to an embodiment of the present disclosure is schematically shown;

[0012] Figure 4A A schematic diagram of a miniaturized driver's cab according to an embodiment of the present disclosure is schematically shown;

[0013] Figure 4B A schematic diagram schematically shows the distance between the nearest passenger compartment doors of a vehicle according to an embodiment of the present disclosure;

[0014] Figure 4C A schematic diagram schematically shows the alignment of a vehicle passenger compartment door and a platform screen door according to an embodiment of the present disclosure;

[0015] Figure 4D A schematic diagram schematically shows the working height of a pantograph according to an embodiment of the present disclosure;

[0016] Figure 5 An example schematic diagram of a speed limit switching control logic according to an embodiment of the present disclosure is schematically shown;

[0017] Fig. 6A A schematic diagram of a fully automatic coupler for a head vehicle according to an embodiment of the present disclosure is schematically shown;

[0018] Figure 6B A schematic diagram of an electrical connector according to an embodiment of the present disclosure is schematically shown;

[0019] Figure 6C A schematic diagram of a control system according to an embodiment of the present disclosure is schematically shown;

[0020] Fig.6D A schematic diagram of a direct push mechanism according to an embodiment of the present disclosure is schematically shown;

[0021] Figure 7 An example schematic diagram of reconnection of a passenger information system according to an embodiment of the present disclosure is schematically shown;

[0022] Figure 8 An example schematic diagram of a passenger information system reconnection process according to an embodiment of the present disclosure is schematically shown;

[0023] Fig. 9 A block diagram schematically shows a vehicle reconnection device according to an embodiment of the present disclosure; and

[0024] Fig.10 A block diagram of an electronic device suitable for implementing a vehicle reconnection method according to an embodiment of the present disclosure is schematically shown. DETAILED DESCRIPTION

[0025] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the present disclosure. In the following detailed description, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is apparent that one or more embodiments may also be implemented without these specific details. In addition, in the following description, descriptions of known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0026] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise", "include", etc. used herein indicate the existence of the features, steps, operations and / or components, but do not exclude the existence or addition of one or more other features, steps, operations or components.

[0027] All terms (including technical and scientific terms) used herein have the meanings commonly understood by those skilled in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0028] When using expressions such as "at least one of A, B, and C, etc.", they should generally be interpreted according to the meaning of the expression commonly understood by those skilled in the art (for example, "a system having at least one of A, B, and C" should include but is not limited to a system having A alone, B alone, C alone, A and B, A and C, B and C, and / or A, B, C, etc.).

[0029] In the technical solution of the present invention, the user information (including but not limited to user personal information, user image information, user device information, such as location information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved are all information and data authorized by the user or fully authorized by all parties, and the collection, storage, use, processing, transmission, provision, disclosure and application of the relevant data comply with relevant laws, regulations and standards, take necessary confidentiality measures, do not violate public order and good morals, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0030] In the scenario of using personal information for automated decision-making, the methods, devices, and systems provided by the embodiments of the present invention provide users with corresponding operation portals for users to choose to agree or reject the automated decision-making results; if the user chooses to reject, the expert decision-making process will be entered. The expression "automated decision-making" here refers to the activity of automatically analyzing and evaluating an individual's behavioral habits, interests and hobbies, or economic, health, credit status, etc. through computer programs, and making decisions. The expression "expert decision-making" here refers to the activity of making decisions by people who specialize in a certain field, have specialized experience, knowledge and skills, and have reached a certain level of professionalism.

[0031] The operation of trains depends on the line sections. Some line sections run on dedicated new lines, while other line sections run on old lines. Since the driving speed threshold of the new lines is different from that of the old lines, it is difficult to achieve the requirement of through operation of vehicles in line sections with different speed levels.

[0032] In one example, in manual driving mode, a staff member can set a switch for line switching, and operate the switch to achieve through-operation of vehicles in line sections with different speed levels. However, the above method increases the staff's operations and there is a possibility of misoperation, which may cause the vehicle's driving speed to not match the driving speed threshold of the line section, making it difficult to effectively ensure the efficiency and accuracy of vehicle reconnection in different line sections.

[0033] In order to at least partially solve the technical problems existing in the related art, the present disclosure provides a vehicle reconnection method, a vehicle reconnection device, and a train, which can be applied to the field of public transportation. The vehicle reconnection method includes: in response to monitoring that the next driving route of a first vehicle currently traveling in a first route section belongs to a second route section, based on a target speed information set corresponding to the second route section, speed limit control is performed on the first vehicle, wherein the driving speed threshold of the first route section is different from the driving speed threshold of the second route section; and in response to the first vehicle and the second vehicle completing mechanical coupling, performing electrical coupling between the first vehicle and the second vehicle to complete the reconnection of the first vehicle and the second vehicle.

[0034] Figure 1 The system architecture to which the vehicle reconnection method according to the embodiment of the present disclosure can be applied is schematically shown. It should be noted that: Figure 1 What is shown is merely an example of a system architecture to which the embodiments of the present disclosure can be applied, in order to help those skilled in the art understand the technical content of the present disclosure, but it does not mean that the embodiments of the present disclosure cannot be used in other devices, systems, environments or scenarios.

[0035] like Figure 1 As shown, the system architecture 100 according to this embodiment may include a server 110, a network 120, and a vehicle 130. The network 120 is used to provide a medium for a communication link between the server 110 and the vehicle 130. The network 120 may include various connection types, such as wired, wireless communication links, or optical fiber cables, etc.

[0036] The server 110 may be a server that provides various services, such as a background management server (only as an example) that provides support for the management of the vehicle 130. The background management server may analyze and process the data such as requests received from different vehicles, and feed back the processing results (such as instructions, information, or data generated according to the request) to the vehicle 130.

[0037] The vehicle 130 may interact with the server 110 through the network 120 to receive or send messages, etc. The vehicle 130 may be any means of transportation that supports positioning and navigation functions, including but not limited to trains, smart cars, smart school buses, smart trucks, etc.

[0038] It should be noted that the vehicle reconnection method provided in the embodiment of the present disclosure can generally be executed by the server 110. Accordingly, the vehicle reconnection device provided in the embodiment of the present disclosure can generally be set in the server 110. Alternatively, the vehicle reconnection method provided in the embodiment of the present disclosure can also be executed by the vehicle 130. Accordingly, the vehicle reconnection device provided in the embodiment of the present disclosure can also be set in the vehicle 130.

[0039] It should be understood that Figure 1 The number of servers and vehicles in the example is only illustrative. Any number of servers and vehicles may be provided as required.

[0040] It should be noted that the sequence numbers of the operations in the following method are only used as representations of the operations for the purpose of description, and should not be regarded as representing the execution order of the operations. Unless explicitly stated, the method does not need to be executed completely in the order shown.

[0041] The above describes the system architecture to which the vehicle reconnection method provided by the present disclosure can be applied. Figure 2 As an example, the vehicle reconnection process of the present disclosure is further described.

[0042] Figure 2 A flow chart of a vehicle reconnection method according to an embodiment of the present disclosure is schematically shown.

[0043] like Figure 2 As shown, the vehicle reconnection method 200 includes operations S210-S220.

[0044] In operation S210, in response to monitoring that the next driving route of the first vehicle currently traveling in the first route section belongs to the second route section, speed limit control is performed on the first vehicle based on a target speed information set corresponding to the second route section, wherein the driving speed threshold of the first route section is different from the driving speed threshold of the second route section.

[0045] In operation S220 , in response to the first vehicle and the second vehicle completing the mechanical coupling, an electrical coupling between the first vehicle and the second vehicle is performed to complete the reconnection of the first vehicle and the second vehicle.

[0046] According to an embodiment of the present disclosure, the first vehicle refers to the subject that performs the vehicle reconnection operation, that is, the first vehicle is a vehicle in motion. The first route section refers to the road section or area where the first vehicle is currently traveling. The second route section refers to the next road section or area where the first vehicle plans to travel. The second vehicle refers to the object that performs the vehicle reconnection operation, that is, the second vehicle is a vehicle in a stationary state. The second vehicle can be stationary in the second route section. For example, the first route section can be the northbound lane from City A to City B, and the second route section can be the southbound lane from City B to City C.

[0047] According to an embodiment of the present disclosure, the driving speed threshold refers to the maximum driving speed allowed in a specific route section. The driving speed threshold of the first route section is different from the driving speed threshold of the second route section. For example, the driving speed threshold of the first route section may be 120 kilometers per hour, and the driving speed threshold of the second route section may be 100 kilometers per hour.

[0048] According to an embodiment of the present disclosure, the target speed information set refers to a data set containing recommended or allowed speed information within the second route section. In one example, the target speed information set may include speed thresholds under different conditions and a speed limit control strategy for each speed threshold. The speed limit control strategy may refer to a device or method for performing speed limit control for different speed thresholds.

[0049] According to an embodiment of the present disclosure, when it is monitored that the next travel route of the first vehicle currently traveling in the first route section belongs to the second route section, the speed limit control of the first vehicle can be performed based on the above-mentioned target speed information set. Speed ​​limit control refers to the process of adjusting the travel speed of the first vehicle according to the target speed information set. Specifically, the speed limit control strategy for each speed threshold can be used to adjust the travel speed of the first vehicle at different speed thresholds to reduce the travel speed of the first vehicle so that it meets the requirements of the travel speed threshold of the second route section.

[0050] According to an embodiment of the present disclosure, after the first vehicle meets the requirement of the travel speed threshold of the second line section, the vehicle reconnection process of the first vehicle and the second vehicle can be performed. The vehicle reconnection process may include a mechanical coupling stage and an electrical coupling stage. The mechanical coupling stage may be understood as the process of physically connecting the first vehicle and the second vehicle. The electrical coupling stage may be understood as the process of electrically connecting the first vehicle and the second vehicle. For example, the first vehicle may be connected to the mechanical hook of the second vehicle via a mechanical hook to form a train including the first vehicle and the second vehicle. On this basis, the first vehicle and the second vehicle may be electrically coupled to form a coordinated operation of the electrical system.

[0051] According to the embodiment of the present disclosure, by monitoring the driving path of the first vehicle and automatically adjusting the driving speed of the first vehicle according to the target speed information set of the second line section, it is ensured that the first vehicle complies with the corresponding speed limit when switching between different sections, and the through operation of lines with different speed levels is realized. On this basis, through the automated mechanical coupling and electric coupling operation between the first vehicle and the second vehicle, the vehicle reconnection process is simplified, the manual operation and time consumption are reduced, the reconnection efficiency and reliability are improved, and the flexible grouping and reconnection operation of short groups are realized, as well as the intelligent speed control of the vehicle when traveling in different line sections and the automated management of the vehicle reconnection process.

[0052] Reference below Figure 3 , Figure 4A , Figure 4B , Figure 4C , Figure 4D , Figure 5 , Fig. 6A , Figure 6B , Figure 6C , Fig.6D , Figure 7 and Figure 8 , the vehicle reconnection method 200 according to an embodiment of the present invention is further described.

[0053] Figure 3 An example schematic diagram of a line section according to an embodiment of the present disclosure is schematically shown.

[0054] The specific standard requirements of the first line section and the second line section can be configured according to actual business needs and are not limited here. For example, the specific standard requirements of the first line section and the second line section can be to meet both CJJ / T96-2018 and GB 50157-2003 so as to be compatible with existing lines.

[0055] like Figure 3 As shown, in 300, the first route section profile, the same direction envelope and the reverse direction envelope of the first vehicle currently traveling are shown. In addition, the second route section vehicle limit and the second route section equipment limit of the next driving route to which the first vehicle will travel are also shown.

[0056] The above is an exemplary description of the route section provided by the present disclosure. Figure 4A to Figure 4D As an example, the miniaturized driver's cab, the distance between the nearest passenger compartment doors of the vehicle, the alignment of the vehicle passenger compartment doors and the platform screen doors, and the working height of the pantograph of the present invention are further explained.

[0057] Figure 4A A schematic diagram of a miniaturized driver's cab according to an embodiment of the present disclosure is schematically shown.

[0058] According to an embodiment of the present disclosure, the first vehicle has a first driver's cab, and the second vehicle has a second driver's cab, and both the first driver's cab and the second driver's cab are designed based on a preset structure. The preset structure limits the length of the first vehicle by limiting the length of the first driver's cab, and limits the length of the second vehicle by limiting the length of the second driver's cab, so as to ensure that the doors of the train after the reconnection are aligned with the platform screen doors of the first line section.

[0059] The first driver's cab refers to the cab or control room on the first vehicle, that is, the area where the driver operates the first vehicle. For example, the first driver's cab may be the front part of the first vehicle. The second driver's cab refers to the cab or control room on the second vehicle, that is, the area where the driver operates the second vehicle. For example, the second driver's cab may be the front part of the second vehicle.

[0060] The preset structure refers to the structural parameters or design standards that are preset when designing a vehicle. The specific content of the preset structure can be configured according to actual business needs and is not limited here. In one example, the preset structure can limit the length of the vehicle by limiting the size of the driver's cab, that is, by adopting a miniaturized driver's cab design to shorten the length of the driver's cab to overcome the problem of the lead car being too long, so that the length of the vehicle meets the preset size requirements. In addition, it can ensure that the doors of the train after reconnection are aligned with the platform screen doors of the first line section, and the first line section is an existing line.

[0061] like Figure 4A As shown, in 400A, the first driver's cab and the second driver's cab may include a folding door of the driver's cab, an electrical cabinet of the driver's cab, a cutting and planing anti-climbing energy absorption device of the operating table, and an integrated emergency evacuation door with a door panel ramp.

[0062] Figure 4B The diagram schematically shows the distance between the nearest passenger compartment doors of a vehicle according to an embodiment of the present disclosure.

[0063] The specific structures of the first vehicle and the second vehicle can be configured according to actual business needs and are not limited here. For example, the track gauge of the first vehicle and the second vehicle can be 1435 mm, the minimum curve radius can be 150 m, and the maximum axle weight can be 14 t, so as to be compatible with existing lines.

[0064] like Figure 4B As shown, in 400B, the preset size requirement can be to design the length of the lead car to be the standard car length of 19520mm, and the distance between the nearest passenger compartment doors of the double-coupled car is 6140mm, which is consistent with the distance between the passenger compartment doors of the existing cars, so that the doors of the cars are completely aligned with the platform screen doors when the cars are in double-coupled operation, and can stop at the existing line platform.

[0065] Figure 4C The diagram schematically shows the alignment of a vehicle passenger compartment door and a platform screen door according to an embodiment of the present disclosure.

[0066] like Figure 4C As shown, in 400C, the distance between the passenger compartment doors of the first vehicle and the second vehicle can be the same, and they are aligned with the platform shielding doors, so that they can stop at the existing line platform without closing a set of passenger compartment doors, thereby improving the efficiency and speed of getting on / off, reducing the stop time, and improving operational efficiency. It solves the problem that the length of conventional vehicles after coupling cannot ensure the equal spacing of passenger compartment doors, making it possible for small-scale and coupled vehicles to run on existing lines.

[0067] Figure 4D A schematic diagram of the pantograph working height according to an embodiment of the present disclosure is schematically shown.

[0068] like Figure 4D As shown, in 400D, the first vehicle and the second vehicle can also adopt pantograph current collection combined with running rail return current, and the pantograph working height, maximum working voltage and design speed of the pantograph current collection can be set to meet the preset conditions. The preset conditions can be configured according to actual business needs and are not limited here. For example, the preset conditions can be that the pantograph working height is 3915~5410mm, the maximum working voltage is 1950V and the design speed is 120km / h, so as to be suitable for existing lines.

[0069] According to the embodiments of the present disclosure, based on the design of the preset structure, the overall length of the first vehicle is limited by limiting the length of the first driver's cab, and the overall length of the second vehicle is limited by limiting the length of the second driver's cab. This achieves precise control of the lengths of the driver's cabs and vehicles, and can ensure the alignment of the doors of the reconnected train with the platform screen doors of the first line section.

[0070] According to an embodiment of the present disclosure, the target speed information set is determined in at least one candidate speed information set according to the driving speed threshold of the second route section. The target speed information set includes a first speed threshold, a second speed threshold and a third speed threshold. The first speed threshold is equal to the driving speed threshold, the second speed threshold is greater than the first speed threshold, and the third speed threshold is greater than the second speed threshold.

[0071] According to an embodiment of the present disclosure, a correspondence between at least one candidate driving speed threshold and a candidate speed information set of each candidate driving speed threshold may be preconfigured. The candidate driving speed threshold refers to the maximum driving speed allowed within a certain route section. The candidate speed information set may include multiple speed thresholds adapted to the maximum driving speed.

[0072] According to an embodiment of the present disclosure, when it is monitored that the next driving route of a first vehicle currently traveling in a first route section belongs to a second route section, the driving speed threshold of the second route section can be determined, and based on the driving speed threshold of the second route section, at least one candidate driving speed threshold can be matched to determine the target driving speed threshold, and then the candidate speed information set corresponding to the target driving speed threshold can be determined as the target speed information set.

[0073] According to an embodiment of the present disclosure, each candidate speed information set may include a first speed threshold, a second speed threshold and a third speed threshold. The first speed threshold refers to a traction removal speed threshold, the second speed threshold refers to a maximum common braking speed threshold, and the third speed threshold refers to an emergency braking speed threshold.

[0074] According to an embodiment of the present disclosure, the specific values ​​of the first speed threshold, the second speed threshold, and the third speed threshold may be determined according to the driving speed threshold of the second route section. For example, the first speed threshold may be equal to the driving speed threshold, the second speed threshold may be greater than the first speed threshold, and the third speed threshold may be greater than the second speed threshold.

[0075] In a specific example, taking the travel speed threshold of the second route section as 80km / h, the first speed threshold may be 80km / h, the second speed threshold may be 85km / h, and the third speed threshold may be 88km / h. In another specific example, taking the travel speed threshold of the second route section as 120km / h, the first speed threshold may be 120km / h, the second speed threshold may be 125km / h, and the third speed threshold may be 128km / h.

[0076] According to the embodiment of the present disclosure, since the target speed information set corresponds to the travel speed threshold of the second line section, it is ensured that the first vehicle can automatically adjust to a suitable speed when entering the second line section. On this basis, since the three speed thresholds in the target speed information set form an increasing speed control sequence, it is possible to implement graded control of the speed of the first vehicle, so that the vehicle can run through lines with different speed levels, and at the same time, it is possible for small formations and multiple trains to run on existing lines, thereby improving the safety of the first vehicle's travel and enhancing the flexibility and adaptability of the speed control of the first vehicle.

[0077] According to an embodiment of the present disclosure, operation S210 may include the following operations.

[0078] In the case where it is detected that the current speed of the first vehicle is less than or equal to the first speed threshold, the control management module of the first vehicle is used to cut off the braking traction acting on the first vehicle. In the case where it is detected that the current speed of the first vehicle is between the first speed threshold and the second speed threshold, the control management module of the first vehicle is used to apply the maximum normal braking to the first vehicle. In the case where it is detected that the current speed of the first vehicle is between the second speed threshold and the third speed threshold, the brake module of the first vehicle is used to apply the emergency braking to the first vehicle.

[0079] According to an embodiment of the present disclosure, a Train Control and Management System (TCMS) refers to a control system in the first vehicle, which is responsible for managing and executing various operations, such as speed control and braking. When it is detected that the current driving speed of the first vehicle is less than or equal to a first speed threshold, the train control and management system of the first vehicle can be used to release or reduce the braking traction of the first vehicle.

[0080] According to an embodiment of the present disclosure, when it is detected that the current driving speed of the first vehicle is between a first speed threshold and a second speed threshold, the control management module of the first vehicle can be used to apply the maximum braking force used under normal driving conditions to the first vehicle to slow down the first vehicle.

[0081] According to an embodiment of the present disclosure, a brake module refers to a hardware and software component in the first vehicle that is specifically responsible for a brake operation. For example, the brake module may be an electronic system including a brake, a brake line, and a brake control system. When it is detected that the current speed of the first vehicle is between a second speed threshold and a third speed threshold, the brake module of the first vehicle may be used to apply a maximum braking force to the first vehicle in an emergency so that the first vehicle stops quickly.

[0082] In one example, when the first vehicle is running in the Automatic Train Protection (ATP) driving mode, the signal system can automatically distinguish the first vehicle in the section, and switch the triple protection overspeed trigger values ​​of traction removal, maximum common brake application, and emergency brake application based on the first speed threshold, the second speed threshold, and the third speed threshold. Thus, when the first vehicle is in the Automatic Train Protection (ATP) driving mode, the first vehicle can be operated on lines with different speed levels and provide overspeed protection at the corresponding speed level.

[0083] In another example, when the first vehicle is running in the manual driving mode, the route section can be selected through the "route switching" switch, and then the triple protection overspeed trigger values ​​of traction removal, maximum common brake application, and emergency brake application can be switched based on the first speed threshold, the second speed threshold, and the third speed threshold. Thus, when the first vehicle is in the manual driving mode, the first vehicle can be run through on routes of different speed levels and provide overspeed protection of the corresponding speed levels.

[0084] According to the embodiments of the present disclosure, based on the relationship between the current driving speed of the first vehicle and different speed thresholds in the target speed information set, the control management module and the braking module of the first vehicle are combined to implement speed control strategies in different situations. Through the coordinated work of the intelligent control management module and the braking module, precise control of the vehicle speed is achieved, the response time and operating efficiency of the first vehicle are optimized, the driving safety of the first vehicle is improved, and the integration of the urban / suburban railway network and urban rail transit lines of different speed levels is achieved.

[0085] According to an embodiment of the present disclosure, the target speed information set may further include a first acceleration threshold corresponding to the second speed threshold and a second acceleration threshold corresponding to the third speed threshold. The first acceleration threshold is smaller than the second acceleration threshold.

[0086] According to an embodiment of the present disclosure, the first acceleration threshold may be used to control the rate at which the first vehicle decelerates when maximum normal braking is applied to the first vehicle. The second acceleration threshold may be used to control the rate at which the first vehicle decelerates when emergency braking is applied to the first vehicle. The specific values ​​of the first acceleration threshold and the second acceleration threshold may be configured according to actual business needs and are not limited here. For example, the first acceleration threshold may be 1.0 m / s2, and the second acceleration threshold may be 1.2 m / s2.

[0087] According to an embodiment of the present disclosure, applying maximum common braking to the first vehicle using the control management module of the first vehicle may include: using the control management module to gradually reduce the current driving speed of the first vehicle based on a first acceleration threshold until the new driving speed is less than or equal to the first speed threshold.

[0088] According to an embodiment of the present disclosure, the time taken for the driving speed of the first vehicle to be reduced from the current driving speed to the first speed threshold can be used as the first time. According to the current driving speed and the first time, a first sub-distance is determined. According to a predetermined coefficient, a first acceleration threshold and the first time, a second sub-distance is determined. On this basis, a first target distance can be determined according to the first sub-distance and the second sub-distance. The first target distance characterizes the driving distance taken for the driving speed of the first vehicle to be reduced from the current driving speed to the first speed threshold, and the first target distance needs to meet the requirement of the stopping distance.

[0089] According to an embodiment of the present disclosure, applying emergency braking to the first vehicle using a braking module of the first vehicle may include: using the braking module to gradually reduce the current driving speed of the first vehicle based on a second acceleration threshold until the first vehicle stops.

[0090] According to an embodiment of the present disclosure, the time taken for the first vehicle's driving speed to be reduced from the current information speed to the second speed threshold can be used as the second time. According to the current driving speed and the second time, a third sub-distance is determined. According to a predetermined coefficient, a second acceleration threshold and the second time, a fourth sub-distance is determined. On this basis, a second target distance can be determined according to the third sub-distance and the fourth sub-distance. The second target distance characterizes the driving distance taken for the first vehicle's driving speed to be reduced from the current driving speed to zero, and the second target distance needs to meet the requirement of the stopping distance.

[0091] According to the embodiments of the present disclosure, since the target speed information set not only includes different speed thresholds but also integrates corresponding acceleration thresholds, this hierarchical control strategy enables more precise control of the deceleration process of the first vehicle in different speed ranges.

[0092] Figure 5 An example schematic diagram of a speed limit switching control logic according to an embodiment of the present disclosure is schematically shown.

[0093] like Figure 5 As shown, in 500, during the process of vehicle operation 501, stop determination 502 may be performed.

[0094] In one example, when the travel speed threshold of the second route section is 80 km / h, that is, the second route section belongs to the 80 km / h route 503, the first speed threshold may be 80 km / h, the second speed threshold may be 85 km / h, and the third speed threshold may be 88 km / h. The speed limit control for the second route section of 80 km / h is realized by operating the "route switching" switch to the 80 km / h position 505.

[0095] Specifically, when it is detected that the current speed of the first vehicle is less than or equal to 80 km / h, the control management module of the first vehicle can be used to cut off the braking traction acting on the first vehicle 506. When it is detected that the current speed of the first vehicle is between 80 km / h and 85 km / h, the control management module of the first vehicle can be used to apply the maximum normal braking to the first vehicle 507. When it is detected that the current speed of the first vehicle is between 85 km / h and 88 km / h, the braking module of the first vehicle can be used to apply the emergency braking to the first vehicle 508.

[0096] In another example, when the travel speed threshold of the second route section is 120 km / h, that is, the second route section belongs to the 120 km / h route 504, the first speed threshold may be 120 km / h, the second speed threshold may be 125 km / h, and the third speed threshold may be 128 km / h. The speed limit control for the second route section of 120 km / h is realized by operating the "route switching" switch to the 120 km / h route 509.

[0097] Specifically, when it is detected that the current speed of the first vehicle is less than or equal to 120 km / h, the control management module of the first vehicle can be used to cut off the braking traction acting on the first vehicle 510. When it is detected that the current speed of the first vehicle is between 120 km / h and 125 km / h, the control management module of the first vehicle can be used to apply the maximum normal braking 511 to the first vehicle. When it is detected that the current speed of the first vehicle is between 125 km / h and 128 km / h, the braking module of the first vehicle can be used to apply the emergency braking 512 to the first vehicle.

[0098] According to an embodiment of the present disclosure, the vehicle reconnection method 200 may further include the following operations.

[0099] In response to detecting that the distance between the first vehicle and the second vehicle satisfies a predetermined condition, a mechanical coupling between the first vehicle and the second vehicle is performed.

[0100] According to an embodiment of the present disclosure, the distance between the first vehicle and the second vehicle may refer to the length of the interval between the first vehicle and the second vehicle in space. The predetermined condition may be configured according to actual business needs and is not limited here. For example, the predetermined condition may be set to that the distance between the first vehicle and the second vehicle meets a preset distance threshold, and the preset distance threshold may be 5 meters.

[0101] According to an embodiment of the present disclosure, mechanical coupling refers to a mechanical operation process of physically connecting the first vehicle and the second vehicle. When it is detected that the distance between the first vehicle and the second vehicle meets a predetermined condition, the physical connection operation between the first vehicle and the second vehicle can be performed.

[0102] According to an embodiment of the present disclosure, the mechanical hook coupling operation can be realized by manual vehicle control, which means that the driver controls the first vehicle to run to the stationary second vehicle to complete the automatic coupling of the mechanical hook.

[0103] According to an embodiment of the present disclosure, the above-mentioned mechanical coupling operation can also be achieved through a signal control method. The signal control method refers to the signal system automatically detecting whether the first vehicle has entered the reconnection section, and automatically upgrading to the reconnection mode after the first vehicle enters the reconnection section. Alternatively, the signal control method can also refer to the signal system judging whether the automatic train operation (Automatic Train Operation, ATO) mode working conditions are met, and the driver presses the ATO departure button, and under the speed limit protection of the signal system, controls the first vehicle to run to the second vehicle to complete the automatic coupling of the mechanical hook.

[0104] According to the embodiments of the present disclosure, by monitoring the distance between the first vehicle and the second vehicle and automatically executing the mechanical coupling when predetermined conditions are met, precise control of the mechanical coupling process between the vehicles is achieved, human operating errors are reduced, the mechanical coupling operation is made faster and more reliable, the vehicle coupling process is optimized, and the accuracy of the mechanical coupling is improved.

[0105] According to an embodiment of the present disclosure, the first vehicle and the second vehicle may include one of the following: an existing train, a six-carriage train, a three-carriage train, and a reconnected train. An existing train refers to a train that already exists and is in use, a six-carriage train refers to a train formation consisting of six carriages, a three-carriage train refers to a train formation consisting of three carriages, and a reconnected train refers to a longer train formed by connecting two or more trains together through coupling.

[0106] According to an embodiment of the present disclosure, an existing train includes a semi-automatic coupler without a connector. A six-carriage train includes a semi-automatic coupler without a connector. A three-carriage train includes a fully automatic coupler and a connector. A reconnected train includes a fully automatic coupler and a connector. A semi-automatic coupler refers to a coupler that requires partial manual operation to achieve connection during the coupling process. A fully automatic coupler refers to a coupler that can automatically complete coupling without manual intervention.

[0107] According to an embodiment of the present disclosure, the mechanical coupling may include a coupling mode and a rescue mode. In the coupling mode, the mechanical coupling may include coupling between fully automatic couplers and fully automatic couplers. For example, the first vehicle and the second vehicle may both be three-unit trains, thereby enabling the mechanical coupling between the first vehicle and the second vehicle in the coupling mode. Alternatively, the first vehicle and the second vehicle may both be reconnected trains, thereby enabling the mechanical coupling between the first vehicle and the second vehicle in the coupling mode. Alternatively, the first vehicle and the second vehicle may be three-unit trains or reconnected trains, thereby enabling the mechanical coupling between the first vehicle and the second vehicle in the coupling mode.

[0108] According to an embodiment of the present disclosure, in the rescue mode, the mechanical coupling may include a coupling between a fully automatic coupler and a fully automatic coupler, or a coupling between a fully automatic coupler and a semi-automatic coupler. For example, the first vehicle and the second vehicle may both be three-unit trains, thereby enabling the mechanical coupling between the first vehicle and the second vehicle in the rescue mode. Alternatively, the first vehicle and the second vehicle may both be reconnected trains, thereby enabling the mechanical coupling between the first vehicle and the second vehicle in the rescue mode. Alternatively, the first vehicle and the second vehicle may be three-unit trains or reconnected trains, thereby enabling the mechanical coupling between the first vehicle and the second vehicle in the rescue mode. It should be noted that, for a three-unit train, rescue is performed only by coupling the mechanical hook, without the need for electrical coupling.

[0109] For another example, the first vehicle and the second vehicle may be a three-unit train or an existing train, thereby enabling mechanical coupling between the first vehicle and the second vehicle in the rescue mode. Alternatively, the first vehicle and the second vehicle may be a three-unit train or a six-unit train, thereby enabling mechanical coupling between the first vehicle and the second vehicle in the rescue mode. Alternatively, the first vehicle and the second vehicle may be a reconnected train or an existing train, thereby enabling mechanical coupling between the first vehicle and the second vehicle in the rescue mode. Alternatively, the first vehicle and the second vehicle may be a reconnected train or a six-unit train, thereby enabling mechanical coupling between the first vehicle and the second vehicle in the rescue mode.

[0110] According to the embodiments of the present disclosure, by distinguishing existing trains, six-marshaling trains, three-marshaling trains and reconnected trains, and equipping corresponding semi-automatic couplers or fully automatic couplers and connectors according to the train type, flexible train marshaling is supported, and multiple marshaling forms of trains can be supported to run on the same line, which can adapt to the marshaling needs of trains of different scales and purposes. On this basis, by setting different modes of mechanical coupling, the train operation can be flexibly adjusted according to different operating conditions and needs, improving the flexibility and adaptability of vehicle coupling.

[0111] According to an embodiment of the present disclosure, operation S220 may include the following operations.

[0112] In response to detecting that the electric hook closing control is triggered, the electric hook coupling between the first vehicle and the second vehicle is performed. In response to the first vehicle and the second vehicle completing the electric hook coupling, a second coupling state for indicating whether the electric hook coupling is completed is displayed to the user through the front-end interface.

[0113] According to an embodiment of the present disclosure, the first coupling state used to indicate whether the mechanical coupling is completed can be displayed to the user through a front-end interface. The first coupling state refers to a state indicator of whether the mechanical coupling is completed, which is used to indicate to the user whether the two vehicles have successfully completed the mechanical coupling. The front-end interface can be set in the driver's cab.

[0114] According to an embodiment of the present disclosure, the front-end interface may further include an electric hook closing control, an electric hook releasing control, and a mechanical hook releasing control. The electric hook closing control refers to an operation control for controlling the electric hook connection, and may include, for example, a button or a switch. The electric hook releasing control refers to an operation control for controlling the release of the electric hook connection. The mechanical hook releasing control refers to an operation control for controlling the release of the mechanical hook connection.

[0115] According to an embodiment of the present disclosure, in response to detecting that the electric hook connection control is triggered, the electric hook connection between the first vehicle and the second vehicle can be performed. The second connection state used to characterize whether the electric hook connection is completed can also be displayed to the user through the front-end interface. The second connection state refers to the status indicator of whether the electric hook connection is completed, which is used to indicate to the user whether the two vehicles have successfully completed the electric hook connection.

[0116] According to the embodiments of the present disclosure, through the above-mentioned electric hook-up process, reconnection of any end can be achieved. The emergency brake loop and the door safety loop are automatically reconstructed into a large safety loop; and the start-up, parking control, battery control, pantograph control, traction control, brake control, door control, air conditioning control circuits, etc. run through the entire train after the vehicle is reconnected, thereby realizing hard-line reconnection control. After the electric hook-up is completed, the hard-line circuit automatically switches to the reconnection mode.

[0117] According to an embodiment of the present disclosure, in response to detecting that the unhooking control is triggered, the unhooking of the electric hook between the first vehicle and the second vehicle can be performed. The first unhooking state used to characterize whether the unhooking of the electric hook is completed can also be displayed to the user through the front-end interface. The first unhooking state refers to a status indicator of whether the unhooking of the electric hook is completed, which is used to indicate to the user whether the two vehicles have successfully completed the unhooking of the electric hook. After the unhooking of the electric hook is completed, the hard-wired circuit automatically switches to the single-grouping mode.

[0118] According to an embodiment of the present disclosure, in response to detecting that the mechanical hook release control is triggered, the mechanical hook release between the first vehicle and the second vehicle can be performed. The second release state used to characterize whether the mechanical hook release is completed can also be displayed to the user through the front-end interface. The second release state refers to the state indicator of whether the mechanical hook release is completed, which is used to indicate to the user whether the two vehicles have successfully completed the mechanical hook release.

[0119] According to the embodiments of the present disclosure, the display of the first coupling state enables the driver to intuitively understand the completion status of the mechanical coupling, and the integration of the electric hook control allows the driver to directly trigger the electric hook coupling process. When the electric hook coupling is completed, the display of the second coupling state enables the driver to intuitively understand the completion status of the electric hook coupling. This method of displaying the status of the mechanical coupling and the electric hook coupling to the driver in real time through the front-end interface improves the transparency and interactivity of the train coupling operation.

[0120] The above is an exemplary description of the mechanical hook-up and electric hook-up processes provided by the present disclosure. Figure 6A to Figure 6D As an example, the fully automatic coupler, electrical connector, control system and direct push mechanism of the head vehicle disclosed in the present invention are further described.

[0121] Fig. 6A A schematic diagram of a fully automatic coupler for a leading vehicle according to an embodiment of the present disclosure is schematically shown. Figure 6BA schematic diagram of an electrical connector according to an embodiment of the present disclosure is schematically shown. Figure 6C A schematic diagram of a control system according to an embodiment of the present disclosure is schematically shown. Fig.6D A schematic diagram of a direct-push mechanism according to an embodiment of the present disclosure is schematically shown.

[0122] like Fig. 6A As shown, the lead car fully automatic coupler 600A may include a coupling system, an electric coupler, a crush pipe, a buffer system and an installation and hanging system.

[0123] like Figure 6B As shown, the electrical connector 600B may include a housing, a cover opening mechanism, a front cover, an insulating platform, contact points, a front sealing structure, a secondary positioning structure and a guide rod seat.

[0124] like Figure 6C As shown, the control system 600C may include an air control unit, a manual stop valve 1 and a manual stop valve 2 .

[0125] like Fig.6D As shown, the direct push mechanism 600D may include an electric coupler, a guide rod, and a push cylinder.

[0126] According to an embodiment of the present disclosure, the vehicle reconnection method 200 may further include the following operations.

[0127] In response to receiving the initial control instruction, the first vehicle-level switch determines the train-level control instruction and the first local control instruction according to the initial control instruction, wherein the first local control instruction is used to control the local equipment of the first vehicle, and the train-level control instruction is used to control the overall equipment of the train obtained after the first vehicle and the second vehicle are reconnected. The train-level control instruction is sent to the second vehicle by the train-level switch so that the second vehicle-level switch converts the train-level control instruction into a second local control instruction, wherein the second local control instruction is used to control the local equipment of the second vehicle.

[0128] According to an embodiment of the present disclosure, a first vehicle is deployed with a first vehicle-level switch (Train Communication Network, ECN), and a second vehicle is deployed with a second vehicle-level switch (ECN). The first vehicle-level switch refers to a network switching device installed on the first vehicle, which is responsible for the exchange and processing of network data within the first vehicle. The second vehicle-level switch refers to a network switching device installed on the second vehicle, which is responsible for the exchange and processing of network data within the second vehicle.

[0129] According to an embodiment of the present disclosure, an initial control instruction refers to a basic operation instruction issued from a control center or an operator. A train-level control instruction refers to an instruction for controlling the entire train system, involving coordinated operations of multiple vehicles. A first local control instruction refers to an instruction for controlling equipment inside a first vehicle. A second local control instruction refers to an instruction for controlling equipment inside a second vehicle.

[0130] According to the embodiments of the present disclosure, the train-level switch (Ethernet Train Backbone, ETB) refers to a switch used in the train-level network, which is responsible for processing the data exchange of the entire train. The train-level switch can be an Ethernet switch with a reconnection function, which uses global IP address management to achieve reconnection operation, enables the train-level protocol to complete the synchronous control of the entire reconnected train, and retains the single-unit train control strategy.

[0131] According to an embodiment of the present disclosure, the first vehicle and the second vehicle are connected through a coupler to construct mechanical reconnection, network reconnection (TCMS reconnection, PIDS reconnection), hard-wired control circuit reconnection and gas circuit reconnection, thereby realizing flexible grouping and reconnection operation.

[0132] According to an embodiment of the present disclosure, when receiving the initial control instruction, the first vehicle-level switch can intelligently parse and generate control instructions for different levels. The train-level control instruction is responsible for coordinating the overall equipment control after the two vehicles are reconnected, while the local control instruction manages the equipment of a single vehicle. On this basis, the train-level control instruction is sent to the second vehicle through the train-level switch, and the second vehicle-level switch further converts the train-level control instruction into a local control instruction suitable for the second vehicle, thereby achieving precise control of the second vehicle's equipment. This hierarchical management and instruction conversion mechanism improves the automation level of train coupling, enhances vehicle control flexibility and response speed, ensures the safety and reliability of train coupling operations, and also optimizes data communication and equipment coordination between vehicles, achieving efficient management and control of the vehicle coupling process.

[0133] Figure 7 An example schematic diagram of passenger information system reconnection according to an embodiment of the present disclosure is schematically shown.

[0134] like Figure 7 As shown in 700 , a first vehicle 710 is deployed with a first vehicle-level switch 740 , and a second vehicle 720 is deployed with a second vehicle-level switch 750 .

[0135] In response to receiving the initial control instruction, the first vehicle-level switch 740 determines the train-level control instruction and the first local control instruction according to the initial control instruction. The first local control instruction is used to control the local equipment of the first vehicle 710, and the train-level control instruction is used to control the overall equipment of the train obtained after the first vehicle 710 and the second vehicle 720 are reconnected.

[0136] The train-level switch 730 is used to send the train-level control instruction to the second vehicle 720, so that the second vehicle-level switch 750 converts the train-level control instruction into a second local control instruction. The second local control instruction is used to control the local device of the second vehicle.

[0137] According to an embodiment of the present disclosure, the first vehicle may also be equipped with a first passenger information display module (Passenger Information Display System, PIDS), and the first passenger information display module is used to display passenger information to users of the first vehicle. The second vehicle may also be equipped with a second passenger information display module (PIDS), and the second passenger information display module is used to display passenger information to users of the second vehicle.

[0138] According to an embodiment of the present disclosure, the train-level switch, the first passenger information display module, and the second passenger information display module adopt a distributed design, and all control the first vehicle and / or the second vehicle in a global address management manner. The global address management manner means that each device in the network has a unique identifiable address to facilitate communication and control between devices.

[0139] According to an embodiment of the present disclosure, after the reconnection of the first vehicle and the second vehicle is completed, the first passenger information display module and the second passenger information display module are automatically converted to the reconnection mode. After the deconnection of the first vehicle and the second vehicle is completed, the first passenger information display module and the second passenger information display module are automatically converted to the single-set mode.

[0140] According to the embodiments of the present disclosure, by respectively deploying passenger information display modules on the first vehicle and the second vehicle and using a global address management method in combination with a train-level switch, it is ensured that each device has a unique identifier, which facilitates accurate identification and control of each device in a complex train network environment, thereby achieving efficient control and information synchronization of the equipment within the train.

[0141] Figure 8 An example schematic diagram of a passenger information system reconnection process according to an embodiment of the present disclosure is schematically shown.

[0142] like Figure 8As shown in 800, the first vehicle 810 is equipped with a cab three-layer switch 811, a cab control host 812 connected to the cab three-layer switch 811 via Ethernet, and a broadcast control room 813 connected to the cab control host 812 via Ethernet and a bus. A cab three-layer switch 817, a cab control host 818 connected to the cab three-layer switch 817 via Ethernet, and a broadcast control room 819 connected to the cab control host 818 via Ethernet and a bus. It should be noted that the cab control host 812 is located at the front of the first vehicle 810, and the cab control host 818 is located at the rear of the first vehicle 810.

[0143] The driver's room control host 812 includes a reconnection gateway module 812_1 and a TCMS module 812_2, and the driver's room control host 818 includes a reconnection gateway module 818_1 and a TCMS module 818_2. Between the reconnection gateway module 812_1 and the reconnection gateway module 818_1, multiple passenger room control hosts (for example, passenger room control host 814_1, passenger room control host 815, passenger room control host 816_1) are deployed. Between the TCMS module 812_2 and the TCMS module 818_2, multiple control management modules (for example, control management module 814_2, control management module 816_2) are deployed.

[0144] For example, the reconnection gateway module 812_1 and the room control host 814_1 are connected via Ethernet and bus, the room control host 814_1 and the room control host 815 are connected via Ethernet and bus, the room control host 815 and the room control host 816_1 are connected via Ethernet and bus, and the room control host 816_1 and the reconnection gateway module 818_1 are connected via Ethernet and bus. For another example, the TCMS module 812_2 and the control management module 814_2 are connected via Ethernet, the control management module 814_2 and the control management module 816_2 are connected via Ethernet, and the control management module 816_2 and the TCMS module 818_2 are connected via Ethernet.

[0145] The second vehicle 820 is equipped with a cab layer 3 switch 821, a cab control host 822 connected to the cab layer 3 switch 821 via Ethernet, and a broadcast control room 823 connected to the cab control host 822 via Ethernet and a bus. A cab layer 3 switch 827, a cab control host 828 connected to the cab layer 3 switch 827 via Ethernet, and a broadcast control room 829 connected to the cab control host 828 via Ethernet and a bus. It should be noted that the cab control host 822 is located at the front of the second vehicle 820, and the cab control host 828 is located at the rear of the second vehicle 820.

[0146] The driver's room control host 822 includes a reconnection gateway module 822_1 and a TCMS module 822_2, and the driver's room control host 818 includes a reconnection gateway module 828_1 and a TCMS module 828_2. Between the reconnection gateway module 822_1 and the reconnection gateway module 828_1, multiple passenger room control hosts (for example, passenger room control host 824_1, passenger room control host 825, passenger room control host 826_1) are deployed. Between the TCMS module 822_2 and the TCMS module 828_2, multiple control management modules (for example, control management module 824_2, control management module 826_2) are deployed.

[0147] For example, the reconnection gateway module 822_1 and the room control host 824_1 are connected via Ethernet and bus, the room control host 824_1 and the room control host 825 are connected via Ethernet and bus, the room control host 825 and the room control host 826_1 are connected via Ethernet and bus, and the room control host 826_1 and the reconnection gateway module 828_1 are connected via Ethernet and bus. For another example, the TCMS module 822_2 and the control management module 824_2 are connected via Ethernet, the control management module 824_2 and the control management module 826_2 are connected via Ethernet, and the control management module 826_2 and the TCMS module 828_2 are connected via Ethernet.

[0148] Based on the above-mentioned first vehicle 810 and second vehicle 820, the passenger information system reconnection process provided by the present invention can be achieved by establishing an Ethernet connection between the driver's cab three-layer switch 817 located at the rear of the first vehicle 810 and the driver's cab three-layer switch 821 located at the front of the second vehicle 820, and establishing a bus connection between the broadcast control room 819 located at the rear of the first vehicle 810 and the broadcast control room 823 located at the front of the second vehicle 820.

[0149] Through the above-mentioned embodiments, the compatibility of the vehicle with the existing line tracks, limit compatibility, door spacing compatibility, power supply compatibility, power performance compatibility, speed limit performance compatibility and coupling compatibility are achieved.

[0150] The above are merely exemplary embodiments, but are not limited thereto, and may also include other vehicle reconnection methods known in the art, as long as they can achieve intelligent speed control of the vehicle when traveling in different route sections and automated management of the vehicle reconnection process.

[0151] Based on the above vehicle reconnection method, the present invention also provides a vehicle reconnection device. Fig. 9 The device is described in detail.

[0152] Fig. 9A block diagram of a vehicle reconnection device according to an embodiment of the present disclosure is schematically shown.

[0153] like Fig. 9 As shown, the vehicle reconnection device 900 may include a speed limit control module 910 and a vehicle reconnection module 920 .

[0154] The speed limit control module 910 is used to perform speed limit control on the first vehicle in response to monitoring that the next driving route of the first vehicle currently traveling in the first route section belongs to the second route section based on the target speed information set corresponding to the second route section, wherein the driving speed threshold of the first route section is different from the driving speed threshold of the second route section. In one embodiment, the speed limit control module 910 can be used to perform the operation S210 described above, which will not be repeated here.

[0155] The vehicle reconnection module 920 is used to execute the electrical coupling between the first vehicle and the second vehicle in response to the first vehicle and the second vehicle completing the mechanical coupling, so as to complete the reconnection of the first vehicle and the second vehicle. In one embodiment, the vehicle reconnection module 920 can be used to execute the operation S220 described above, which will not be repeated here.

[0156] According to an embodiment of the present disclosure, the target speed information set is determined from at least one candidate speed information set according to a travel speed threshold of the second route section.

[0157] The target speed information set includes a first speed threshold, a second speed threshold and a third speed threshold, the first speed threshold is equal to the driving speed threshold, the second speed threshold is greater than the first speed threshold, and the third speed threshold is greater than the second speed threshold.

[0158] According to an embodiment of the present disclosure, the speed limit control module 910 may include a cut-off submodule, a first braking submodule, and a second braking submodule.

[0159] The cut-off submodule is used to cut off the braking traction acting on the first vehicle by using the control management module of the first vehicle when it is detected that the current driving speed of the first vehicle is less than or equal to the first speed threshold.

[0160] The first braking submodule is used to apply maximum common braking to the first vehicle by using the control management module of the first vehicle when it is detected that the current driving speed of the first vehicle is between the first speed threshold and the second speed threshold.

[0161] The second braking submodule is used to apply emergency braking to the first vehicle by using the braking module of the first vehicle when it is detected that the current driving speed of the first vehicle is between the second speed threshold and the third speed threshold.

[0162] According to an embodiment of the present disclosure, the target speed information set further includes a first acceleration threshold corresponding to the second speed threshold and a second acceleration threshold corresponding to the third speed threshold, and the first acceleration threshold is smaller than the second acceleration threshold.

[0163] According to an embodiment of the present disclosure, the first braking submodule may include a first braking unit.

[0164] The first braking unit is used to use the control management module to gradually reduce the current driving speed of the first vehicle based on the first acceleration threshold until the new driving speed is less than or equal to the first speed threshold.

[0165] According to an embodiment of the present disclosure, the second braking submodule may include a second braking unit.

[0166] The second braking unit is used to use the braking module to gradually reduce the current driving speed of the first vehicle based on the second acceleration threshold until the first vehicle stops.

[0167] According to an embodiment of the present disclosure, the vehicle coupling device 900 may further include a mechanical coupling module.

[0168] The mechanical coupling module is used to execute mechanical coupling between the first vehicle and the second vehicle in response to detecting that the distance between the first vehicle and the second vehicle meets a predetermined condition.

[0169] According to an embodiment of the present disclosure, the first vehicle and the second vehicle include one of the following: an existing train, a six-carriage train, a three-carriage train, and a reconnected train, the existing train includes a semi-automatic coupler, the six-carriage train includes a semi-automatic coupler, the three-carriage train includes a fully automatic coupler and connector, and the reconnected train includes a fully automatic coupler and connector. The mechanical coupling includes a coupling mode and a rescue mode; in the coupling mode, the mechanical coupling includes coupling between a fully automatic coupler and a fully automatic coupler; in the rescue mode, the mechanical coupling includes coupling between a fully automatic coupler and a fully automatic coupler, or coupling between a fully automatic coupler and a semi-automatic coupler.

[0170] According to an embodiment of the present disclosure, the first coupling state used to characterize whether the mechanical coupling is completed is displayed to the user through the front-end interface, and the front-end interface also includes an electric hook closing control.

[0171] According to an embodiment of the present disclosure, the vehicle reconnection module 920 may include an execution submodule and a presentation submodule.

[0172] The execution submodule is used for executing the electric hook connection between the first vehicle and the second vehicle in response to detecting that the electric hook connection control is triggered.

[0173] The display submodule is used to display to the user through the front-end interface a second coupling state indicating whether the electric coupling is completed in response to the first vehicle and the second vehicle completing the electric coupling.

[0174] According to an embodiment of the present disclosure, a first vehicle is deployed with a first vehicle-level switch, and a second vehicle is deployed with a second vehicle-level switch.

[0175] According to an embodiment of the present disclosure, the vehicle reconnection device 900 may further include a determination module and a sending module.

[0176] A determination module is used to determine, in response to receiving an initial control instruction, a train-level control instruction and a first local control instruction by the first vehicle-level switch according to the initial control instruction, wherein the first local control instruction is used to control the local equipment of the first vehicle, and the train-level control instruction is used to control the overall equipment of the train obtained after the first vehicle and the second vehicle are reconnected.

[0177] The sending module is used to use the train-level switch to send the train-level control instructions to the second vehicle, so that the second vehicle-level switch converts the train-level control instructions into second local control instructions, wherein the second local control instructions are used to control the local equipment of the second vehicle.

[0178] According to an embodiment of the present disclosure, the first vehicle is further equipped with a first passenger information display module, and the second vehicle is further equipped with a second passenger information display module. The train-level switch, the first passenger information display module, and the second passenger information display module all implement control of the first vehicle and / or the second vehicle in a global address management manner.

[0179] According to an embodiment of the present disclosure, the first vehicle has a first driver's cab, and the second vehicle has a second driver's cab, and both the first driver's cab and the second driver's cab are designed based on a preset structure. The preset structure limits the length of the first vehicle by limiting the length of the first driver's cab, and limits the length of the second vehicle by limiting the length of the second driver's cab, so as to ensure that the doors of the train after the reconnection are aligned with the platform screen doors of the first line section.

[0180] According to the embodiments of the present invention, any one or more of the modules, submodules, units, and subunits, or at least part of the functions of any one of them can be implemented in one module. According to the embodiments of the present invention, any one or more of the modules, submodules, units, and subunits can be split into multiple modules for implementation. According to the embodiments of the present invention, any one or more of the modules, submodules, units, and subunits can be at least partially implemented as hardware circuits, such as field programmable gate arrays (FPGAs), programmable logic arrays (PLAs), systems on chips, systems on substrates, systems on packages, application specific integrated circuits (ASICs), or can be implemented by hardware or firmware in any other reasonable way of integrating or packaging circuits, or can be implemented in any one of the three implementation methods of software, hardware, and firmware, or in any appropriate combination of any of them. Alternatively, according to the embodiments of the present invention, one or more of the modules, submodules, units, and subunits can be at least partially implemented as computer program modules, and when the computer program modules are run, the corresponding functions can be performed.

[0181] For example, any number of the speed limit control module 910 and the vehicle reconnection module 920 may be combined in one module / unit / sub-unit for implementation, or any one of the modules / units / sub-units may be split into multiple modules / units / sub-units. Alternatively, at least part of the functions of one or more of these modules / units / sub-units may be combined with at least part of the functions of other modules / units / sub-units and implemented in one module / unit / sub-unit. According to an embodiment of the present disclosure, at least one of the speed limit control module 910 and the vehicle reconnection module 920 may be at least partially implemented as a hardware circuit, such as a field programmable gate array (FPGA), a programmable logic array (PLA), a system on a chip, a system on a substrate, a system on a package, an application specific integrated circuit (ASIC), or may be implemented by hardware or firmware such as any other reasonable way of integrating or packaging the circuit, or implemented in any one of the three implementation methods of software, hardware, and firmware, or in a suitable combination of any of them. Alternatively, at least one of the speed limit control module 910 and the vehicle reconnection module 920 may be at least partially implemented as a computer program module, and when the computer program module is executed, the corresponding function may be performed.

[0182] It should be noted that the vehicle reconnection device part in the embodiment of the present disclosure corresponds to the vehicle reconnection method part in the embodiment of the present disclosure. The description of the vehicle reconnection device part specifically refers to the vehicle reconnection method part, which will not be repeated here.

[0183] Fig.10 A block diagram of an electronic device suitable for implementing a vehicle reconnection method according to an embodiment of the present disclosure is schematically shown. Fig.10The electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present disclosure.

[0184] like Fig.10 As shown, the computer electronic device 1000 according to the embodiment of the present disclosure includes a processor 1001, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 1002 or the program loaded from the storage part 1009 to the random access memory (RAM) 1003. The processor 1001 may include, for example, a general-purpose microprocessor (such as a CPU), an instruction set processor and / or a related chipset and / or a special-purpose microprocessor (for example, an application-specific integrated circuit (ASIC)), etc. The processor 1001 may also include an onboard memory for caching purposes. The processor 1001 may include a single processing unit or multiple processing units for performing different actions of the method flow according to the embodiment of the present disclosure.

[0185] In RAM 1003, various programs and data required for the operation of electronic device 1000 are stored. Processor 1001, ROM 1002 and RAM 1003 are connected to each other via bus 1004. Processor 1001 performs various operations of the method flow according to the embodiment of the present disclosure by executing the program in ROM 1002 and / or RAM 1003. It should be noted that the program can also be stored in one or more memories other than ROM 1002 and RAM 1003. Processor 1001 can also perform various operations of the method flow according to the embodiment of the present disclosure by executing the program stored in the one or more memories.

[0186] According to an embodiment of the present disclosure, the electronic device 1000 may further include an input / output (I / O) interface 1005, which is also connected to the bus 1004. The electronic device 1000 may further include one or more of the following components connected to the input / output (I / O) interface 1005: an input portion 1006 including a keyboard, a mouse, etc.; an output portion 1007 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage portion 1008 including a hard disk, etc.; and a communication portion 1009 including a network interface card such as a LAN card, a modem, etc. The communication portion 1009 performs communication processing via a network such as the Internet. A drive 1010 is also connected to the input / output (I / O) interface 1005 as needed. A removable medium 1011, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 1010 as needed, so that a computer program read therefrom is installed into the storage portion 1008 as needed.

[0187] According to an embodiment of the present disclosure, the method flow according to an embodiment of the present disclosure can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a computer-readable storage medium, and the computer program contains a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 1009, and / or installed from the removable medium 1011. When the computer program is executed by the processor 1001, the above-mentioned functions defined in the system of the embodiment of the present disclosure are executed. According to an embodiment of the present disclosure, the system, equipment, device, module, unit, etc. described above can be implemented by a computer program module.

[0188] The present disclosure also provides a computer-readable storage medium, which may be included in the device / apparatus / system described in the above embodiments; or may exist independently without being assembled into the device / apparatus / system. The above computer-readable storage medium carries one or more programs, and when the above one or more programs are executed, the method according to the embodiment of the present disclosure is implemented.

[0189] According to an embodiment of the present disclosure, the computer-readable storage medium may be a non-volatile computer-readable storage medium. For example, it may include, but is not limited to: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, apparatus, or device.

[0190] For example, according to an embodiment of the present disclosure, the computer-readable storage medium may include the ROM 1002 and / or the RAM 1003 described above and / or one or more memories other than the ROM 1002 and the RAM 1003 .

[0191] An embodiment of the present disclosure also includes a computer program product, which includes a computer program, and the computer program contains a program code for executing the method provided by the embodiment of the present disclosure. When the computer program product is run on an electronic device, the program code is used to enable the electronic device to implement the vehicle reconnection method provided by the embodiment of the present disclosure.

[0192] When the computer program is executed by the processor 1001, the above functions defined in the system / device of the embodiment of the present disclosure are executed. According to the embodiment of the present disclosure, the system, device, module, unit, etc. described above can be implemented by a computer program module.

[0193] In one embodiment, the computer program may rely on tangible storage media such as optical storage devices, magnetic storage devices, etc. In another embodiment, the computer program may also be transmitted and distributed in the form of signals on a network medium, and downloaded and installed through the communication part 1009, and / or installed from the removable medium 1011. The program code contained in the computer program may be transmitted using any appropriate network medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0194] According to an embodiment of the present disclosure, the program code for executing the computer program provided by the embodiment of the present disclosure can be written in any combination of one or more programming languages. Specifically, these computing programs can be implemented using high-level process and / or object-oriented programming languages, and / or assembly / machine languages. Programming languages ​​include, but are not limited to, Java, C++, python, "C" language or similar programming languages. The program code can be executed entirely on the user computing device, partially on the user device, partially on the remote computing device, or entirely on the remote computing device or server. In the case of a remote computing device, the remote computing device can be connected to the user computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computing device (for example, using an Internet service provider to connect through the Internet).

[0195] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram may represent a module, a program segment, or a part of a code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box may also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions. It can be understood by those skilled in the art that the features recorded in the various embodiments and / or claims of the present disclosure can be combined and / or combined in a variety of ways, even if such a combination or combination is not explicitly recorded in the present disclosure. In particular, without departing from the spirit and teaching of the present disclosure, the features described in the various embodiments and / or claims of the present disclosure may be combined and / or combined in a variety of ways. All of these combinations and / or combinations fall within the scope of the present disclosure.

[0196] The embodiments of the present disclosure are described above. However, these embodiments are only for illustrative purposes and are not intended to limit the scope of the present disclosure. Although the embodiments are described above separately, this does not mean that the measures in the various embodiments cannot be used in combination to advantage. The scope of the present disclosure is defined by the attached claims and their equivalents. Without departing from the scope of the present disclosure, those skilled in the art may make a variety of substitutions and modifications, which should all fall within the scope of the present disclosure.

Claims

1. A vehicle reconnection method, comprising: In response to monitoring that the next travel route of a first vehicle currently traveling in a first route section belongs to a second route section, speed limit control is performed on the first vehicle based on a target speed information set corresponding to the second route section, wherein the travel speed threshold of the first route section is different from the travel speed threshold of the second route section; and In response to the first vehicle and the second vehicle completing the mechanical coupling, an electrical coupling between the first vehicle and the second vehicle is performed to complete the reconnection of the first vehicle and the second vehicle.

2. The method according to claim 1, wherein: The target speed information set is determined from at least one candidate speed information set according to a travel speed threshold of the second route section; The target speed information set includes a first speed threshold, a second speed threshold and a third speed threshold, the first speed threshold is equal to the driving speed threshold, the second speed threshold is greater than the first speed threshold, and the third speed threshold is greater than the second speed threshold.

3. The method according to claim 2, wherein: The performing speed limit control on the first vehicle based on the target speed information set corresponding to the second route section includes: When it is detected that the current speed of the first vehicle is less than or equal to the first speed threshold, using the control management module of the first vehicle to cut off the braking traction acting on the first vehicle; applying maximum service braking to the first vehicle using a control management module of the first vehicle when it is detected that the current travel speed of the first vehicle is between the first speed threshold and the second speed threshold; and When it is detected that the current driving speed of the first vehicle is between the second speed threshold and the third speed threshold, emergency braking is applied to the first vehicle using a braking module of the first vehicle.

4. The method according to claim 3, wherein: The target speed information set further includes a first acceleration threshold corresponding to the second speed threshold and a second acceleration threshold corresponding to the third speed threshold, wherein the first acceleration threshold is smaller than the second acceleration threshold; The applying maximum service braking to the first vehicle by using the control management module of the first vehicle comprises: Using the control management module, based on the first acceleration threshold, gradually reducing the current driving speed of the first vehicle until the new driving speed is less than or equal to the first speed threshold; The applying emergency braking to the first vehicle by using the brake module of the first vehicle comprises: The braking module is used to gradually reduce the current driving speed of the first vehicle based on the second acceleration threshold until the first vehicle stops.

5. The method according to any one of claims 1 to 4, further comprising, after performing speed limit control on the first vehicle based on the target speed information set corresponding to the second route section: In response to detecting that the distance between the first vehicle and the second vehicle satisfies a predetermined condition, a mechanical coupling between the first vehicle and the second vehicle is performed.

6. The method according to claim 5, wherein: The first vehicle and the second vehicle include one of the following: an existing train, a six-carriage train, a three-carriage train, and a reconnected train, the existing train includes a semi-automatic coupler, the six-carriage train includes the semi-automatic coupler, the three-carriage train includes a fully automatic coupler and a connector, and the reconnected train includes the fully automatic coupler and the connector; The mechanical coupling hook includes a coupling mode and a rescue mode; in the coupling mode, the mechanical coupling hook includes the coupling between the fully automatic coupler and the fully automatic coupler; in the rescue mode, the mechanical coupling hook includes the coupling between the fully automatic coupler and the fully automatic coupler, or the coupling between the fully automatic coupler and the semi-automatic coupler.

7. The method according to any one of claims 1 to 4, wherein: A first coupling state for indicating whether the mechanical coupling is completed is displayed to the user through a front-end interface, and the front-end interface also includes an electric hook closing control; In response to the first vehicle and the second vehicle completing the mechanical coupling, performing the electrical coupling between the first vehicle and the second vehicle includes: In response to detecting that the electric hook connection control is triggered, performing electric hook connection between the first vehicle and the second vehicle; and In response to the first vehicle and the second vehicle completing the electric coupling, a second coupling state indicating whether the electric coupling is completed is displayed to the user through the front-end interface.

8. The method according to any one of claims 1 to 4, wherein: The first vehicle is deployed with a first vehicle-level switch, and the second vehicle is deployed with a second vehicle-level switch; The method further includes, after performing an electrical coupling between the first vehicle and the second vehicle in response to the first vehicle and the second vehicle completing the mechanical coupling: In response to receiving the initial control instruction, the first vehicle-level switch determines a train-level control instruction and a first local control instruction according to the initial control instruction, wherein the first local control instruction is used to control the local equipment of the first vehicle, and the train-level control instruction is used to control the overall equipment of the train obtained after the first vehicle and the second vehicle are reconnected; and The train-level control instruction is sent to the second vehicle using a train-level switch so that the second vehicle-level switch converts the train-level control instruction into a second local control instruction, wherein the second local control instruction is used to control the local equipment of the second vehicle.

9. The method according to claim 8, wherein: The first vehicle is further equipped with a first passenger information display module, and the second vehicle is further equipped with a second passenger information display module; The train-level switch, the first passenger information display module and the second passenger information display module all implement control over the first vehicle and / or the second vehicle in a global address management manner.

10. The method according to claim 1, wherein: The first vehicle has a first driver's cab, and the second vehicle has a second driver's cab, and the first driver's cab and the second driver's cab are both obtained based on a preset structural design; The preset structure limits the length of the first vehicle by limiting the length of the first driver's cab, and limits the length of the second vehicle by limiting the length of the second driver's cab, so as to ensure the alignment of the doors of the reconnected train with the platform screen doors of the first line section.

11. A vehicle reconnection device, comprising: a speed limit control module, configured to, in response to monitoring that the next travel route of a first vehicle currently traveling in a first route section belongs to a second route section, perform speed limit control on the first vehicle based on a target speed information set corresponding to the second route section, wherein the travel speed threshold of the first route section is different from the travel speed threshold of the second route section; and The vehicle reconnection module is used to execute the electrical coupling between the first vehicle and the second vehicle in response to the completion of the mechanical coupling between the first vehicle and the second vehicle, so as to complete the reconnection of the first vehicle and the second vehicle.

12. A train, comprising the vehicle coupling device according to claim 11.

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