Braking control method, device and equipment for multi-locomotive and storage medium

Abstract

The invention provides a brake control method, device and equipment of a multi-heading locomotive and a storage medium, and belongs to the technical field of wireless multi-heading control. The method comprises the following steps: controlling a first RCU to obtain a second BCU state sent by a second RCU through a first communication link; detecting a communication state of a second communication link between the first RCU and the first BCU; and in response to the abnormity of the second communication link, controlling the first RCU to send a braking instruction to the second BCU through the third communication link based on the state of the second BCU. A supplementary brake motor is in a hot standby redundant state in real time and prepares to take over a brake control right at any time, and a hot standby redundant BCU receives and executes a brake instruction through a special link under the condition that communication between a sovereignty RCU and a corresponding BCU is abnormal, so that the utilization rate of the supplementary brake motor can be increased, the robustness of a brake system is improved, the train brake failure rate is reduced, and the brake control right can be taken over at any time. And the states of the opposite sides are comprehensively judged between locomotive sections, the affiliation of the brake control right is determined, and smooth redundancy switching of the brake system can be achieved.

Description

Technical Field

[0001] This application relates to the technical field of wireless reconnection control, and particularly relates to a braking control method, device, equipment, and storage medium for a reconnected locomotive. Background Art

[0002] With the continuous development of heavy-haul technology, the requirements of the railway department for heavy-haul transportation are also constantly increasing. At the same time, the terrain at the operation site of heavy-haul freight trains is complex, the traction power is insufficient, and the train tracking density has tended to saturation. It is necessary to network multiple locomotives into a distributed train through wireless network communication to achieve the interconnection of heavy-haul freight locomotives, synchronously control the traction and braking systems of locomotives, and synchronize information such as fail-safe guidance between locomotives. Therefore, the wireless reconnection technology has emerged as the times require.

[0003] Currently, the main control locomotive and the slave control locomotive of heavy-haul trains have the same infinite reconnection system configuration. The wireless reconnection system can realize the hot standby redundancy switching control functions of devices such as Remote Control Unit (RCU), Data Terminal Equipment (DTE), Central Control Unit (CCU), and Integrated Data Center Unit (IDU), while the Brake Control Unit (BCU) does not have the hot standby redundancy function. When the reconnected locomotives are operating in formation, generally, the BCU at the operating end (the end where the reconnection switch and the electric key are turned on, that is, the end where the driver actually performs operations) is set as the local machine, and the local machine BCU performs the actual pressure reduction or release operation; the BCU at the non-operating end is set as the supplementary machine. At this time, the brake valve is in the cut-off state, and the automatic brake handle and the independent brake handle of the brake at this end do not function (only the emergency brake position is effective), and no pressure reduction or release operation is performed.

[0004] Currently, only the main brake of the locomotive is put into operation during locomotive operation, and the supplementary machine does not work, resulting in low utilization rate. Moreover, when a fault occurs in the main brake of the reconnected locomotive, it will trigger a full-train penalty brake, and the incidence of train penalty brakes is relatively high. Summary of the Invention

[0005] This application provides a braking control method, device, equipment, and storage medium for a reconnected locomotive, which can improve the utilization rate of the supplementary machine, enhance the robustness of the braking system, and reduce the braking failure rate of the train. The technical solution is as follows:

[0006] On the one hand, an embodiment of this application provides a braking control method for a reconnected locomotive, which is applied to the first car body of the reconnected locomotive and includes:

[0007] Control the first RCU to obtain the second BCU status sent by the second RCU through the first communication link. The first RCU is the sovereign RCU for implementing the locomotive synchronization control function, and the second RCU is the hot standby redundant RCU of the first RCU. The second BCU and the second RCU are located in the second car body;

[0008] Detect the communication status of the second communication link between the first RCU and the first BCU. The first BCU is used to execute the braking instruction sent by the first RCU;

[0009] In response to the abnormality of the second communication link, based on the second BCU status, control the first RCU to send a braking instruction to the second BCU through the third communication link. The second BCU is used to perform braking control based on the braking instruction, and the third communication link has a different communication method from the first communication link.

[0010] On the other hand, an embodiment of the present application provides a braking control method for a multiple-unit locomotive, which is applied to the second car body of the multiple-unit locomotive. The method includes:

[0011] Control the second RCU to obtain the first BCU status sent by the first RCU through the first communication link. The first RCU is the sovereign RCU for implementing the locomotive synchronization control function, and the second RCU is the hot standby redundant RCU of the first RCU. The first BCU and the first RCU are located in the first car body, and the first BCU is used to execute the braking instruction sent by the first RCU;

[0012] Control the second RCU to forward the first BCU status to the second BCU through the second communication link;

[0013] In response to the first BCU status being an abnormal state, control the second BCU to receive and execute the braking instruction sent by the first RCU through the third communication link. The first RCU is used to update the first BCU status to an abnormal state when detecting an abnormality of the second communication link with the first BCU, and send the braking instruction to the second BCU when the second BCU status is normal.

[0014] On the other hand, an embodiment of the present application provides a braking control device for a multiple-unit locomotive, which is applied to the first car body of the multiple-unit locomotive. The device includes:

[0015] The first control module is used to control the first remote control unit (RCU) to obtain the second BCU status sent by the second RCU through the first communication link. The first RCU is the sovereign RCU for implementing the locomotive synchronization control function, and the second RCU is the hot standby redundant RCU of the first RCU. The second BCU and the second RCU are located in the second car body;

[0016] A detection module, configured to detect the communication status of a second communication link between the first RCU and the first BCU, where the first BCU is configured to execute a braking instruction sent by the first RCU;

[0017] A second control module, configured to, in response to an abnormality of the second communication link, control the first RCU to send a braking instruction to the second BCU through a third communication link based on the state of the second BCU, where the second BCU is configured to perform braking control based on the braking instruction, and the third communication link has a different communication method from that corresponding to the first communication link.

[0018] On the other hand, an embodiment of the present application provides a braking control device for a multiple-unit locomotive, which is applied to a second car body in the multiple-unit locomotive. The device includes:

[0019] A third control module, configured to control a second RCU to obtain a first BCU state sent by a first RCU through a first communication link, where the first RCU is a master RCU for implementing locomotive synchronization control functions, and the second RCU is a hot standby redundant RCU of the first RCU. The first BCU and the first RCU are located in a first car body, and the first BCU is configured to execute a braking instruction sent by the first RCU;

[0020] A fourth control module, configured to control the second RCU to forward the first BCU state to a second BCU through a second communication link;

[0021] A fifth control module, configured to, in response to the first BCU state being an abnormal state, control the second BCU to receive and execute the braking instruction sent by the first RCU through a third communication link. Wherein, the first RCU is configured to update the first BCU state to an abnormal state when detecting an abnormality of a second communication link between the first RCU and the first BCU, and send the braking instruction to the second BCU when the state of the second BCU is a normal state.

[0022] On the other hand, an embodiment of the present application provides an electronic device, where the electronic device includes a memory and a processor; a computer program is stored in the memory, and when the computer program is executed by the processor, the method described in the above aspect is implemented.

[0023] On the other hand, an embodiment of the present application provides a computer-readable storage medium, where the computer-readable storage medium stores a computer program, and the computer program is loaded and executed by a processor to implement the method described in the above aspect.

[0024] The technical solution provided by the present application at least includes the following beneficial effects:

[0025] The braking control method, device, equipment and storage medium for a multiple-unit locomotive provided by this application can improve the utilization rate of the booster locomotive, enhance the robustness of the braking system, reduce the braking failure rate of the train, and enable the locomotive carriages to comprehensively judge the status of each other and determine the ownership of the braking control right, so as to achieve a redundant and smooth switching of the braking system by keeping the booster locomotive brake in a hot standby redundant state at all times and being ready to take over the braking control right at any time, and enabling the hot standby redundant BCU to receive and execute the braking instruction through a special link in the case of abnormal communication between the main RCU and its corresponding BCU. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of this application, the following briefly introduces the drawings required for the description of the embodiments.

[0027] Figure 1 is a schematic diagram of a multiple-unit train using a multiple-unit locomotive provided by an exemplary embodiment of this application;

[0028] Figure 2 is a schematic diagram of the system configuration and network topology of a multiple-unit locomotive provided by an exemplary embodiment of this application;

[0029] Figure 3 is a flowchart of the braking control method for a multiple-unit locomotive provided by an exemplary embodiment of this application;

[0030] Figure 4 is a flowchart of the braking control method for a multiple-unit locomotive provided by another exemplary embodiment of this application;

[0031] Figure 5 is a flowchart of the braking control method for a multiple-unit locomotive provided by another exemplary embodiment of this application;

[0032] Figure 6 is a flowchart of the braking control method for a multiple-unit locomotive provided by another exemplary embodiment of this application;

[0033] Figure 7 is a block diagram of the structure of the braking control device for a multiple-unit locomotive provided by an exemplary embodiment of this application;

[0034] Figure 8 is a block diagram of the structure of the braking control device for a multiple-unit locomotive provided by another exemplary embodiment of this application;

[0035] Figure 9 is a block diagram of the structure of an electronic device provided by an exemplary embodiment of this application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0036] To make the objectives, technical solutions, and advantages of this application clearer, the following further describes the embodiments of this application in detail with reference to the drawings.

[0037] Figure 1 The figure shows a schematic diagram of a combined train using a multi - unit locomotive. On the left side of the figure is the main control locomotive (main vehicle), the middle locomotive is the slave control locomotive (slave vehicle), and the vehicles are located between the main control locomotive and the slave control locomotive. The main control locomotive sends control instructions to the slave control locomotive through the Railway Integrated Digital Mobile Communication System (GSM - R) network or radio. The slave control locomotive receives the control instructions from the main control locomotive and returns its own status or request information to the main control locomotive.

[0038] Among them, both the main vehicle and the slave vehicle are composed of at least two car bodies, including the first car body and the second car body. The first car body is the driver operation end car body, which is used to implement the locomotive synchronization control function by default, and the second car body is the hot standby redundancy of the first car body. As Figure 2 shown, it shows a schematic diagram of the system configuration and network topology of a multi - unit locomotive. At present, the wireless multi - unit system in the related technology can realize the hot standby redundancy switching control function of devices such as RCU, DTE, CCU, and IDU, and only the BCU does not have the hot standby redundancy function. When the multi - unit locomotive is running in formation, generally, the BCU at the operation end (the end where the multi - unit switch and the electric key are turned on, that is, the end where the driver actually performs operations) is set as the local machine, and the local machine BCU performs the actual decompression or relief operation; the BCU at the non - operation end is set as the supplementary machine. At this time, the brake valve is in the cut - off state, and the automatic brake handle and the independent brake handle of the brake at this end do not function (only the emergency brake position is effective), and no decompression or relief operation is performed.

[0039] Embodiment 1

[0040] Please refer to Figure 3 , which shows a flowchart of the braking control method for a multi - unit locomotive provided by an exemplary embodiment of the present application. This method is applied to the first car body of the multi - unit locomotive, and this method includes the following steps:

[0041] Step 301, control the first RCU to obtain the second BCU status sent by the second RCU through the first communication link.

[0042] Among them, the first RCU is the sovereign RCU that realizes the locomotive synchronization control function, the second RCU is the hot standby redundant RCU of the first RCU, and the second BCU and the second RCU are located in the second car body.

[0043] The first car body is the driver operation end car body, and the first RCU in it executes the locomotive synchronization control instruction. The second RCU is located in the second car body and is a non - sovereign RCU, serving as the hot standby redundancy of the first RCU, that is, the sovereign RCU.

[0044] In a possible implementation, in order to achieve unified management of the states of the first BCU and the second BCU, two status bits, namely the first BCU status and the second BCU status, are set and jointly managed and maintained by the first RCU and the second RCU.

[0045] As Figure 2 shown, when the states of both BCU_A and BCU_B are normal, both BCU_A_State (the first BCU status) and BCU_B_State (the second BCU status) are set. At this time, BCU_A at the operating end is the main unit, which executes the air braking function and latches the state of BCU_B_State transmitted by the sovereign RCU_A; BCU_B at the non-operating end is the auxiliary unit, which remains in a silent state and latches the state of BCU_A_State transmitted by the non-sovereign RCU_B.

[0046] Step 302: Detect the communication status of the second communication link between the first RCU and the first BCU. The first BCU is used to execute the braking instruction sent by the first RCU.

[0047] The first RCU continuously detects the communication status of the second communication link with the first BCU. When the communication status is normal, it sets the first BCU status to the normal state and sends the first BCU status to the second RCU. The second RCU forwards the first BCU status to the second BCU through the internal link.

[0048] Similarly, the second RCU continuously detects the communication status of the second communication link with the second BCU. When the communication status is normal, it sets the second BCU status to the normal state and sends the second BCU status to the first RCU. The first RCU forwards the second BCU status to the first BCU through the internal link (the second communication link).

[0049] Step 303: In response to an abnormality in the second communication link, based on the second BCU status, control the first RCU to send a braking instruction to the second BCU through the third communication link.

[0050] Among them, the second BCU is used to perform braking control based on the braking instruction, and the communication method corresponding to the third communication link is different from that of the first communication link.

[0051] When the second communication link is abnormal, the first RCU updates the first BCU status to the abnormal state and updates the status to the second RCU.

[0052] In the case where the first BCU status bit is in the abnormal state, the braking instruction cannot be continuously executed. The first RCU stops sending the braking instruction to the first BCU and, based on the received second BCU status, sends a braking instruction to the second BCU through the third communication link, so that the second BCU can continue to execute the braking instruction instead of the first BCU in the normal state.

[0053] In summary, the braking control method of the coupled locomotive provided by the present application enables the auxiliary locomotive brake to be in a hot standby redundant state in real time, ready to take over the braking control right at any time. In the case of abnormal communication between the main RCU and its corresponding BCU, the hot standby redundant BCU receives and executes the braking instruction through a special link, which can improve the utilization rate of the auxiliary locomotive, enhance the robustness of the braking system, reduce the braking failure rate of the train, and comprehensively judge the status of each other between locomotive carriages to determine the ownership of the braking control right, thus realizing the redundant and smooth switching of the braking system.

[0054] Embodiment 2

[0055] Please refer to Figure 4 , which shows the flowchart of the braking control method of the coupled locomotive provided by another exemplary embodiment of the present application. This method is applied to the first carriage of the coupled locomotive, and the method includes the following steps:

[0056] Step 401, control the first RCU to obtain the second BCU status sent by the second RCU through the first communication link.

[0057] For the specific implementation manner of step 401, reference can be made to the above step 301, and the embodiments of the present application will not be elaborated herein.

[0058] Step 402, control the first RCU to send the second BCU status to the first BCU through the second communication link, and control the first BCU to latch the latest received second BCU status.

[0059] In order to realize the unified management of the status of the first BCU and the second BCU, two status bits, namely the first BCU status and the second BCU status, are set and jointly managed and maintained by the first RCU and the second RCU. The first RCU real-time detects the communication status of the second communication link between it and the first BCU. When the communication status is normal, the first BCU status is set to the normal state, and the first BCU status is sent to the second RCU. The second RCU forwards the first BCU status to the second BCU through the internal link. Similarly, the second RCU real-time detects the communication status of the second communication link between it and the second BCU. When the communication status is normal, the second BCU status is set to the normal state, and the second BCU status is sent to the first RCU. The first RCU forwards the second BCU status to the first BCU through the internal link (the second communication link).

[0060] Both the first BCU and the second BCU latch the status information of the other BCU received in real time and switch their own working modes based on this status information.

[0061] Step 403: Detect the communication status of the second communication link between the first RCU and the first BCU, where the first BCU is used to execute the braking instruction sent by the first RCU.

[0062] For the specific implementation of step 403, reference can be made to step 302 above, and details will not be elaborated in this embodiment of the present application.

[0063] Step 404: In response to the abnormality of the second communication link and the normal state of the second BCU, control the first RCU to send a braking instruction to the second BCU through the third communication link.

[0064] Wherein, the second BCU is used to switch from the slave mode to the master mode and execute the braking instruction in the normal state.

[0065] In the case of the abnormality of the second communication link, the first RCU stops sending the braking instruction to the first BCU, and judges the state of the second BCU received most recently. If the state of the second BCU is normal, the first RCU sends a braking instruction to the second BCU through the third communication link.

[0066] In a possible implementation, as Figure 2 shown, the communication nodes in the third communication link include the first RCU, the first CCU in the first car body, the second CCU in the second car body, and the second BCU. Correspondingly, the second BCU can feed back the instruction execution result to the first RCU through the second CCU and the first CCU in sequence.

[0067] Step 405: In response to the abnormality of the second communication link and the abnormal state of the second BCU, control the first RCU to trigger the locomotive penalty braking through the first communication link.

[0068] In the case of the abnormality of the second communication link, the first RCU stops sending the braking instruction to the first BCU, and judges the state of the second BCU received most recently. If the state of the second BCU is abnormal and the braking instruction cannot be executed either, that is, the locomotive cannot operate normally, and at this time, the penalty braking of the whole train is required.

[0069] In a possible implementation, the first car body executes the corresponding penalty braking process based on its own locomotive level. Step 405 specifically includes the following steps 405a to 405c:

[0070] Step 405a: In response to the abnormal state of the second BCU, determine the locomotive level of the multiple-unit locomotive.

[0071] Wherein, the locomotive level includes the master locomotive and the slave locomotive, and the master locomotive sends control instructions to the slave locomotive to realize the overall vehicle control.

[0072] Step 405b: In response to the locomotive level being a slave locomotive, send a penalty braking request to the sovereign RCU of the master locomotive via the first communication link. The sovereign RCU of the master locomotive is used to send a penalty braking instruction to the sovereign RCUs of all slave locomotives based on the penalty braking request.

[0073] If the locomotive level of the locomotive where the first carbody is located is a slave locomotive, it cannot directly control the entire train to perform penalty braking. In a possible implementation, the first carbody controls the first RCU to send a penalty braking request to the sovereign RCU of the master locomotive via the first communication link. After receiving the penalty braking request, the sovereign RCU of the master locomotive confirms that there is a situation where both the first BCU and the second BCU cannot work properly, and thus sends a penalty braking instruction to all slave locomotives. The slave locomotives perform penalty braking after receiving the penalty braking instruction, and the train stops running.

[0074] Step 405c: In response to the locomotive level being a master locomotive, send a penalty braking instruction to the sovereign RCUs of all slave locomotives via the first communication link.

[0075] If the locomotive where the first carbody is located is a master locomotive, it can directly send a penalty braking instruction to other locomotives.

[0076] In a possible implementation, when the first BCU has abnormal communication with the first RCU, it performs mode switching based on the most recently latched second BCU status. That is, after obtaining the second BCU status, the method provided in the embodiments of the present application further includes the following steps:

[0077] Step 1: In response to the second BCU status being a normal status, control the first BCU to switch from the local mode to the slave mode.

[0078] Step 2: In response to the second BCU status being an abnormal status, control the first BCU to receive and execute the penalty braking instruction sent by the first RCU.

[0079] If the second BCU is in a normal status, the second BCU switches from the default slave mode to the local mode to execute the braking instruction of the first RCU. Correspondingly, the first BCU switches its own status to the slave status.

[0080] If the second BCU is also in an abnormal status, confirm that the locomotive where it is located cannot run normally, and directly wait to receive the penalty braking instruction and execute it.

[0081] In the embodiments of the present application, by keeping the auxiliary brake in a hot standby redundant state at all times and being ready to take over the brake control right at any time, the utilization rate of the auxiliary machine can be improved, the robustness of the brake system can be enhanced, and the train brake failure rate can be reduced. When the main brake triggers the penalty brake condition, the penalty brake is not activated first, but the auxiliary machine undertakes the braking function, which can reduce the incidence of train penalty brakes and improve the train transportation efficiency. The locomotive carriages comprehensively judge each other's states to determine the ownership of the brake control right, and the redundant and smooth switching of the brake system can be realized.

[0082] Embodiment III

[0083] Please refer to Figure 5 , which shows a flowchart of a brake control method for a multiple-unit locomotive provided by another exemplary embodiment of the present application. This method is applied to the first carriage of a multiple-unit locomotive, and the method includes the following steps:

[0084] Step 501, control the first RCU to obtain the second BCU state sent by the second RCU through the first communication link.

[0085] Step 502, detect the communication state of the second communication link between the first RCU and the first BCU, and the first BCU is used to execute the brake instruction sent by the first RCU.

[0086] Step 503, in response to the abnormality of the second communication link, based on the second BCU state, control the first RCU to send a brake instruction to the second BCU through the third communication link.

[0087] For the specific implementation manners of steps 501 to 503, reference can be made to the above steps 301 to 303, and the embodiments of the present application will not be elaborated herein.

[0088] Step 504. Control the first RCU to update the first BCU state to an abnormal state and send the first BCU state to the second RCU through the first communication link.

[0089] The first RCU continuously detects the communication state of the second communication link with the first BCU, sets the first BCU state to the normal state when the communication state is normal, and when the second communication link is abnormal, the first RCU updates the first BCU state to the abnormal state and performs state update to the second RCU.

[0090] Step 505, in response to the second communication link returning to normal, control the first RCU to update the first BCU state to the normal state and send the first BCU state to the second RCU through the first communication link.

[0091] After the second communication link returns to normal, the first locomotive controls the first RCU to update the status of the first BCU to the normal status, and the first RCU sends the status of the first BCU to the second RCU through the first communication link. The second RCU forwards the status of the first BCU to the second BCU, and after detecting that the status of the first BCU is the normal status, the second BCU resumes from the slave mode to the main mode and no longer receives and executes braking instructions.

[0092] Step 506: Control the first RCU to send a braking instruction to the first BCU through the second communication link.

[0093] Step 507: Control the first BCU to switch from the slave mode to the main mode and execute the braking instruction after confirming that the car body where it is located is the operating end car body, or keep the slave mode unchanged after confirming that the car body where it is located is the non-operating end car body.

[0094] After the first BCU confirms that it is the operating end car body (i.e., the first car body), it switches from the slave mode to the default main mode and executes the braking instruction, while the BCU of the non-operating end car body remains in the default slave mode unchanged after returning to normal.

[0095] Embodiment 4

[0096] Please refer to Figure 6 , which shows a flowchart of a braking control method for a coupled locomotive provided by another exemplary embodiment of the present application. This method is applied to the second car body of the coupled locomotive, and the method includes the following steps:

[0097] Step 601: Control the second RCU to obtain the status of the first BCU sent by the first RCU through the first communication link.

[0098] Wherein, the first RCU is the master RCU for realizing the locomotive synchronization control function, the second RCU is the hot standby redundant RCU of the first RCU, the first BCU and the first RCU are located in the first car body, and the first BCU is used to execute the braking instruction sent by the first RCU.

[0099] In a possible implementation manner, in order to realize the unified management of the statuses of the first BCU and the second BCU, two status bits, namely the status of the first BCU and the status of the second BCU, are set and jointly managed and maintained by the first RCU and the second RCU.

[0100] Step 602: Control the second RCU to forward the status of the first BCU to the second BCU through the second communication link.

[0101] As Figure 2As shown, when the states of both BCU_A and BCU_B are normal, both BCU_A_State (the state of the first BCU) and BCU_B_State (the state of the second BCU) are set. At this time, BCU_B at the non-operating end is the standby unit and latches the state of BCU_A_State transmitted from the non-sovereign RCU_B.

[0102] Step 603: In response to the state of the first BCU being an abnormal state, control the second BCU to receive the braking instruction sent by the first RCU through the third communication link and execute it.

[0103] Among them, the first RCU is used to update the state of the first BCU to an abnormal state when detecting an abnormality in the second communication link between the first RCU and the first BCU, and send a braking instruction to the second BCU when the state of the second BCU is normal.

[0104] The first RCU continuously detects the communication state of the second communication link between the first RCU and the first BCU. When the communication state is normal, set the state of the first BCU to the normal state and send the state of the first BCU to the second RCU. The second RCU forwards the state of the first BCU to the second BCU through the internal link.

[0105] When the second communication link is abnormal, the first RCU updates the state of the first BCU to an abnormal state and updates the state to the second RCU.

[0106] When the state bit of the first BCU is in an abnormal state, the braking instruction cannot be continuously executed. The first RCU stops sending the braking instruction to the first BCU and, based on the received state of the second BCU, sends the braking instruction to the second BCU through the third communication link, so that the second BCU can continue to execute the braking instruction on behalf of the first BCU in the normal state.

[0107] In the embodiments of the present application, by keeping the standby braking unit in a hot standby redundant state at all times and being ready to take over the braking control right at any time, when the communication between the sovereign RCU and its corresponding BCU is abnormal, the hot standby redundant BCU receives and executes the braking instruction through a special link, which can improve the utilization rate of the standby unit, enhance the robustness of the braking system, reduce the braking failure rate of the train, and comprehensively judge the states of each other between locomotive carriages to determine the ownership of the braking control right, and can achieve a smooth redundant handover of the braking system.

[0108] Optionally, the second BCU receives and executes instructions based on the state of the first BCU and the state of the second BCU. The above step 603 includes the following steps:

[0109] In response to the state of the first BCU being an abnormal state and the second BCU being in a normal state, control the second BCU to receive the braking instruction through the third communication link and execute it.

[0110] The method provided by the embodiment of the present application further includes the following steps:

[0111] In response to the first BCU being in an abnormal state and the second BCU being in an abnormal state, control the second car section to enter the pressure-holding mode.

[0112] If the second BCU is normal, it can replace the first BCU to execute the braking instruction of the first RCU. If the second BCU is also abnormal, the locomotive cannot operate normally and directly enters the pressure-holding mode for penalty braking.

[0113] Optionally, the second BCU performs mode switching based on the first BCU state and the second BCU state. After the above step 602, the method provided by the embodiment of the present application further includes the following steps:

[0114] In response to the first BCU being in an abnormal state, control the second BCU to switch from the slave mode to the master mode.

[0115] Correspondingly, after the above step 603, the method provided by the embodiment of the present application further includes the following steps:

[0116] In response to the first BCU state being updated to the normal state, control the second BCU to switch from the master mode to the slave mode and stop executing the braking instruction.

[0117] When the second communication link returns to normal, the first locomotive controls the first RCU to update the first BCU state to the normal state. The first RCU sends the first BCU state to the second RCU through the first communication link. The second RCU forwards the first BCU state to the second BCU. After detecting that the first BCU state is in the normal state, the second BCU resumes from the master mode to the slave mode and no longer receives or executes the braking instruction.

[0118] Embodiment 5

[0119] Combining the above various embodiments, the embodiment of the present application provides a braking redundancy control process for a multiple-unit locomotive as follows:

[0120] As Figure 2 shown, the RCUs between the A and B car sections of the locomotive communicate through communication link type 1, exchanging information between the components at their respective ends. This information includes the status information of the IDU, CCU, BCU, and DTE at this section; similarly, the CCUs between the A and B car sections communicate through communication link type 2, exchanging information between the components at their respective ends, and sending the locomotive data information of the other end received from the CCU of the other section to the local RCU through communication link type 3.

[0121] When the wireless reconnection system is in operation, between the two RCUs of the A and B sections of the same locomotive, the RCU at the default driver's operation end is the sovereign RCU, which executes the locomotive synchronization control function; the RCU at the other end is the non-sovereign RCU, serving as the hot standby redundancy of the sovereign RCU. In this article, it is defaulted that section A of the locomotive is the operation end, that is, RCU_A is the sovereign RCU.

[0122] To achieve unified management of the states of BCU_A and BCU_B, two status bits, BCU_A_State and BCU_B_State, are set and jointly managed and maintained by the sovereign RCU_A and the non-sovereign RCU_B.

[0123] 1. When the states of both BCU_A and BCU_B are normal, both BCU_A_State and BCU_B_State are set. At this time, BCU_A at the operation end is the main locomotive, executing the air braking function and latching the state of BCU_B_State transmitted by the sovereign RCU_A; BCU_B at the non-operation end is the supplementary locomotive, remaining in a silent state and latching the state of BCU_A_State transmitted by the non-sovereign RCU_B.

[0124] 2. When a communication interruption occurs between BCU_A at the operation end and the sovereign RCU_A and the interruption time exceeds the communication interruption threshold, the braking redundancy control logic is executed as follows:

[0125] 1) In the sovereign RCU_A, the state of BCU_A_State is set to FALSE, and at the same time, the state of BCU_A_State is updated to the non-sovereign RCU_B.

[0126] 2) The sovereign RCU_A judges the state of BCU_B_State transmitted by the non-sovereign RCU_B.

[0127] If BCU_B_State is TRUE, braking control information is sent to BCU_B through the RCU_A - CCU_A - CCU_B - BCU_B communication redundancy link (at this time, the command information of the driver operating the brake handle is collected by CCU_A and then sent to the brake through the CCU_A - CCU_B - BCU_B communication link for execution). At the same time, through this link, CCU_B receives the feedback information of the brake execution, thus realizing the control of BCU_B;

[0128] If BCU_B_State is FALSE, then:

[0129] If this locomotive is a slave-controlled locomotive, a low-level penalty braking request is sent to the RCU of the master-controlled locomotive;

[0130] If this locomotive is a master-controlled locomotive, a low-level penalty braking command is sent to all slave-controlled locomotives.

[0131] 3) The BCU_B determines in real time the BCU_A_State status latched by itself and transmitted from the non-sovereign RCU_B:

[0132] If BCU_A_State is TRUE, the slave mode is maintained;

[0133] If BCU_A_State is FALSE, the mode is switched to the master mode, and at the same time, the command information of the driver operating the brake handle transmitted through the communication link CCU_A - CCU_B - BCU_B is received, and the air brake function is executed.

[0134] 4) The BCU_A determines the latest BCU_B_State status latched before the communication interruption:

[0135] If BCU_B_State is TRUE, its own mode is switched to the slave mode, and no air brake related commands are executed;

[0136] If BCU_B_State is FALSE, a low-level penalty brake is executed;

[0137] 3. When a communication interruption occurs between the non-operating end BCU_B and the non-sovereign RCU_B, and the interruption time exceeds the communication interruption threshold, the brake redundancy control logic is not executed, and the hold pressure mode is directly entered.

[0138] 4. When a serious fault occurs in the operating end BCU_A and the BCU_A cannot perform any operations, the brake redundancy control logic is executed, and the specific logic is the same as that in item 2 above.

[0139] 5. When the communication between the operating end BCU_A and the sovereign RCU_A resumes normal, the brake redundancy control recovery logic is executed, as follows:

[0140] 1) In the sovereign RCU_A, the BCU_A_State status is set to TRUE, and brake related commands are sent to the BCU_A, the brake related status of the BCU_A is received, and at the same time, the BCU_A_State status is updated to the non-sovereign RCU_B;

[0141] 2) The BCU_B determines in real time the BCU_A_State status latched by itself and transmitted from the non-sovereign RCU_B. If there is a rising edge change in the BCU_A_State status from FALSE to TRUE, its own mode is switched from the master mode to the slave mode, and no air brake control related commands are executed;

[0142] 3) After the BCU_A communication resumes normal, it first determines whether the end where it is located is the operating end or the non-operating end:

[0143] If the local end is the operating end, it switches its own mode to the local mode, receives and executes the air brake commands transmitted by the driver's brake handle and the master RCU_A, and at the same time feeds back its own status to the master RCU_A;

[0144] If the local end is the non-operating end, it keeps its own slave mode unchanged and does not execute any air brake related commands.

[0145] 6. When the BCU_A of the operating end recovers from a serious fault and becomes normal, at this time the BCU_A executes the brake redundancy control recovery logic, and the specific logic is similar to the process of the above step 5.

[0146] When the sovereignty switches between the RCUs of car A and car B, it means that the operating end RCU_A cannot work properly. At this time, the non-operating end RCU_B takes over the synchronization control right and becomes the master RCU. The master RCU_B independently updates the status of BCU_A_State and BCU_B_State, and communicates with BCU_A through the communication redundancy link 2 of RCU_B - CCU_B - CCU_A - BCU_A. At this time, in the specific execution process of the brake redundancy logic, only the master RCU_A in the above steps 1 to 6 needs to be replaced with the master RCU_B, and the rest of the logic principles are the same.

[0147] Embodiment Six

[0148] Please refer to Figure 7 which shows the structural block diagram of the brake control device of the coupled locomotives provided by an exemplary embodiment of the present application. This device is applied to the first car of the coupled locomotives. This device includes:

[0149] The first control module 701 is used to control the first remote control unit RCU to obtain the second BCU status sent by the second RCU through the first communication link. The first RCU is the master RCU that realizes the locomotive synchronization control function, the second RCU is the hot standby redundant RCU of the first RCU, the second BCU and the second RCU are located in the second car;

[0150] The detection module 702 is used to detect the communication status of the second communication link between the first RCU and the first BCU. The first BCU is used to execute the brake commands sent by the first RCU;

[0151] The second control module 703 is used to respond to the abnormality of the second communication link, and based on the second BCU status, control the first RCU to send brake commands to the second BCU through the third communication link. The second BCU is used to perform brake control based on the brake commands, and the third communication link has a different communication method from the first communication link.

[0152] Optionally, the second control module 703 is further configured to:

[0153] In response to the second BCU being in a normal state, control the first RCU to send a braking instruction to the second BCU via the third communication link, where the second BCU is configured to switch from the slave mode to the master mode and execute the braking instruction in the normal state;

[0154] In response to the second BCU being in an abnormal state, control the first RCU to trigger a locomotive penalty braking via the first communication link.

[0155] Optionally, the second control module 703 is further configured to:

[0156] In response to the second BCU being in an abnormal state, determine the locomotive level of the coupled locomotive;

[0157] In response to the locomotive level being a slave locomotive, send a penalty braking request to the master RCU of the master locomotive via the first communication link, where the master RCU of the master locomotive is configured to send a penalty braking instruction to the master RCUs of all slave locomotives based on the penalty braking request;

[0158] In response to the locomotive level being the master locomotive, send a penalty braking instruction to the master RCUs of all slave locomotives via the first communication link.

[0159] Optionally, the second control module 703 is further configured to:

[0160] Control the first RCU to send the second BCU state to the first BCU via the second communication link, and control the first BCU to latch the latest received second BCU state;

[0161] In response to the second BCU being in the normal state, control the first BCU to switch from the master mode to the slave mode;

[0162] In response to the second BCU being in the abnormal state, control the first BCU to receive and execute the penalty braking instruction sent by the first RCU.

[0163] Optionally, the second control module 703 is further configured to:

[0164] Control the first RCU to update the first BCU state to an abnormal state, and send the first BCU state to the second RCU via the first communication link;

[0165] In response to the restoration of the second communication link to normal, control the first RCU to update the status of the first BCU to the normal state, and send the status of the first BCU to the second RCU through the first communication link;

[0166] Control the first RCU to send the braking instruction to the first BCU through the second communication link;

[0167] Control the first BCU to switch from the slave mode to the master mode and execute the braking instruction after confirming that the vehicle section where it is located is the operating end vehicle section, or keep the slave mode unchanged after confirming that the vehicle section where it is located is the non-operating end vehicle section.

[0168] Optionally, the communication nodes in the third communication link include the first RCU, the first Central Control Unit (CCU) in the first vehicle section, the second CCU in the second vehicle section, and the second BCU.

[0169] Please refer to Figure 8 , which shows the structural block diagram of the braking control device of a coupled locomotive provided by an exemplary embodiment of the present application. This device is applied to the second vehicle section of a coupled locomotive, and the device includes:

[0170] A third control module 801, configured to control the second RCU to obtain the status of the first BCU sent by the first RCU through the first communication link. The first RCU is the master RCU for implementing the locomotive synchronization control function, and the second RCU is the hot standby redundant RCU of the first RCU. The first BCU and the first RCU are located in the first vehicle section, and the first BCU is used to execute the braking instruction sent by the first RCU;

[0171] A fourth control module 802, configured to control the second RCU to forward the status of the first BCU to the second BCU through the second communication link;

[0172] A fifth control module 803, configured to, in response to the status of the first BCU being an abnormal state, control the second BCU to receive and execute the braking instruction sent by the first RCU through the third communication link. Wherein, the first RCU is used to update the status of the first BCU to an abnormal state when detecting that the second communication link with the first BCU is abnormal, and send the braking instruction to the second BCU when the status of the second BCU is normal.

[0173] Optionally, the fifth control module 803 is further configured to:

[0174] In response to the status of the first BCU being an abnormal state and the second BCU being normal, control the second BCU to receive and execute the braking instruction through the third communication link;

[0175] In response to the first BCU being in an abnormal state and the second BCU being in an abnormal state, control the second car body section to enter the pressure holding mode.

[0176] Optionally, the fifth control module 803 is further configured to:

[0177] In response to the first BCU being in an abnormal state, control the second BCU to switch from the slave unit mode to the master unit mode;

[0178] In response to the first BCU state being updated to the normal state, control the second BCU to switch from the master unit mode to the slave unit mode and stop executing the braking instruction.

[0179] Embodiment Seven

[0180] An embodiment of the present application provides an electronic device; Figure 9 As shown in the composition structure diagram of the electronic device provided by the embodiment of the present application, Figure 9 as shown, the electronic device 900 includes: a processor 901, at least one communication bus 902, a user interface 903, at least one external communication interface 904, and a memory 905. Among them, the communication bus 902 is configured to implement connection communication between these components. Among them, the user interface 903 may include a display screen, and the external communication interface 904 may include a standard wired interface and a wireless interface. The processor 901 is configured to execute a program of the braking control method for the reconnected locomotive stored in the memory to implement the steps in the method provided in the above embodiment.

[0181] An embodiment of the present application further provides a computer-readable storage medium, in which a computer program is stored, and the computer program is loaded and executed by a processor to implement the method as described in the above embodiment.

[0182] An embodiment of the present application further provides a computer program product, which runs on the processor of a computer device, so that the computer device executes the method as described in the above embodiment.

[0183] It should be noted here that: the descriptions of the above storage medium, electronic device, and remote control embodiments are similar to the descriptions of the above method embodiments and have beneficial effects similar to those of the method embodiments. For the technical details not disclosed in the storage medium and device embodiments of the present application, please refer to the descriptions of the method embodiments of the present application for understanding.

[0184] It should be understood that the "one embodiment" or "an embodiment" mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, the appearances of "in one embodiment" or "in an embodiment" throughout the specification do not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics may be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the magnitudes of the serial numbers of the above processes do not mean the sequence of execution, and the execution sequence of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application. The serial numbers of the embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0185] It should be noted that in this article, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, so that a process, method, object or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, object or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, object or device including the element.

[0186] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only illustrative. For example, the division of the units is only a logical function division, and there may be other division methods in actual implementation. For example, multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling or communication connection between the components shown or discussed with each other can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be electrical, mechanical or other forms.

[0187] The units described above as separate components may or may not be physically separated, and the components shown as units may or may not be physical units; they may be located in one place or distributed to multiple network units; some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0188] In addition, each functional unit in the embodiments of the present application can be all integrated in one processing unit, or each unit can be separately used as a unit, or two or more units can be integrated in one unit; the above integrated unit can be implemented in the form of hardware, or in the form of a hardware plus a software functional unit.

[0189] Those of ordinary skill in the art can understand that all or part of the steps for implementing the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps including those of the above method embodiments; and the foregoing storage medium includes: various media that can store program codes, such as removable storage devices, read-only memories (ROMs), magnetic disks, or optical discs.

[0190] Alternatively, if the above integrated units of the present application are implemented in the form of software function modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the embodiments of the present application, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a controller to execute all or part of the methods described in the various embodiments of the present application. And the foregoing storage medium includes: various media that can store program codes, such as removable storage devices, ROMs, magnetic disks, or optical discs.

[0191] The above is only the implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A braking control method for a multiple-unit locomotive, characterized in that: Applied to the first car section of a reconnected locomotive, the method comprises: Controlling a first remote control unit RCU to obtain a second brake control unit BCU state sent by a second RCU through a first communication link, wherein the first RCU is a sovereign RCU that implements a locomotive synchronous control function, the second RCU is a hot standby redundant RCU of the first RCU, and the second BCU and the second RCU are located in a second car section; detecting a communication state of a second communication link between the first RCU and a first BCU, the first BCU being used to execute a braking instruction sent by the first RCU; In response to an abnormality in the second communication link, based on the state of the second BCU, the first RCU is controlled to send a braking instruction to the second BCU through a third communication link, and the second BCU is used to perform braking control based on the braking instruction. The third communication link is different from the communication mode corresponding to the first communication link.

2. The method according to claim 1, characterized in that The controlling the first RCU to send a braking instruction to the second BCU through a third communication link based on the second BCU state includes: In response to the second BCU being in a normal state, controlling the first RCU to send a braking instruction to the second BCU through the third communication link, wherein the second BCU is used to switch from a supplementary machine mode to a local machine mode in a normal state and execute the braking instruction; The method further comprises: In response to the second BCU being in an abnormal state, controlling the first RCU to trigger locomotive penalty braking through the first communication link.

3. The method according to claim 2, characterized in that In response to the second BCU being in an abnormal state, controlling the first RCU to trigger locomotive penalty braking through the first communication link includes: In response to the second BCU being in an abnormal state, determining a locomotive grade of the coupled locomotive; In response to the locomotive level being a slave locomotive, sending a penalty braking request to the sovereign RCU of the master locomotive through the first communication link, the sovereign RCU of the master locomotive being used to send a penalty braking instruction to the sovereign RCUs of all slave locomotives based on the penalty braking request; In response to the locomotive level being the master locomotive, a penalty braking instruction is sent to the sovereign RCUs of all slave locomotives via the first communication link.

4. The method according to claim 2, characterized in that: After controlling the first RCU to obtain the second BCU state sent by the second RCU through the first communication link, the method further includes: Control the first RCU to send the second BCU state to the first BCU through the second communication link, and control the first BCU to latch the second BCU state most recently received; After the method controls the first RCU to send a braking instruction to the second BCU through a third communication link based on the second BCU state in response to the second communication link being abnormal, the method further includes: In response to the second BCU state being the normal state, controlling the first BCU to switch from the local mode to the auxiliary mode; In response to the second BCU state being the abnormal state, controlling the first BCU to receive and execute the penalty braking instruction sent by the first RCU.

5. The method according to any one of claims 1 to 4, characterized in that: After the method controls the first RCU to send a braking instruction to the second BCU through a third communication link based on the second BCU state in response to the second communication link being abnormal, the method further includes: controlling the first RCU to update the first BCU state to an abnormal state, and sending the first BCU state to the second RCU through the first communication link; In response to the second communication link returning to normal, controlling the first RCU to update the first BCU state to a normal state, and sending the first BCU state to the second RCU through the first communication link; controlling the first RCU to send the braking instruction to the first BCU through the second communication link; The first BCU is controlled to switch from the auxiliary machine mode to the local machine mode and execute the braking command after confirming that the car section is the operating end car section, or to keep the auxiliary machine mode unchanged after confirming that the car section is the non-operating end car section.

6. The method according to any one of claims 1 to 4, characterized in that: The communication nodes in the third communication link include the first RCU, the first central control unit CCU in the first vehicle segment, the second CCU in the second vehicle segment, and the second BCU.

7. A braking control method for a multiple-unit locomotive, characterized in that: Applied to the second car section of a coupled locomotive, the method comprises: Control the second RCU to obtain the first BCU state sent by the first RCU through the first communication link, the first RCU is a sovereign RCU that realizes the locomotive synchronization control function, the second RCU is a hot standby redundant RCU of the first RCU, wherein the first BCU and the first RCU are located in the first car section, and the first BCU is used to execute the braking command sent by the first RCU; Control the second RCU to forward the first BCU state to the second BCU through a second communication link; In response to the first BCU being in an abnormal state, the second BCU is controlled to receive and execute the braking instruction sent by the first RCU through a third communication link, wherein the first RCU is used to update the first BCU state to an abnormal state when detecting that the second communication link between the first BCU and the first RCU is abnormal, and to send the braking instruction to the second BCU when the second BCU is in a normal state.

8. The method according to claim 7, characterized in that In response to the first BCU being in an abnormal state, controlling the second BCU to receive and execute the braking instruction sent by the first RCU through a third communication link includes: In response to the first BCU being in an abnormal state and the second BCU being in a normal state, controlling the second BCU to receive and execute the braking instruction through a third communication link; The method further comprises: In response to the first BCU being in an abnormal state and the second BCU being in an abnormal state, the second section is controlled to enter a pressure-maintaining mode.

9. The method according to claim 7, characterized in that: After controlling the second RCU to forward the first BCU state to the second BCU through the second communication link, the method further includes: In response to the first BCU being in an abnormal state, controlling the second BCU to switch from a supplementary mode to a local mode; After the second BCU is controlled to receive and execute the braking instruction sent by the first RCU through a third communication link in response to the first BCU being in an abnormal state, the method further includes: In response to the first BCU state being updated to a normal state, the second BCU is controlled to switch from the local mode to the auxiliary mode and stop executing the braking instruction.

10. A brake control device for a multiple-unit locomotive, characterized in that: Applicable to the first car section of a coupled locomotive, the device comprises: A first control module is used to control a first remote control unit RCU to obtain a second BCU state sent by a second RCU through a first communication link, wherein the first RCU is a sovereign RCU that realizes a locomotive synchronous control function, the second RCU is a hot standby redundant RCU of the first RCU, and the second BCU and the second RCU are located in a second car section; a detection module, configured to detect a communication state of a second communication link between the first RCU and a first BCU, the first BCU being configured to execute a braking instruction sent by the first RCU; a second control module, for responding to an abnormality in the second communication link and based on the state of the second BCU, controlling the first RCU to send a braking instruction to the second BCU through a third communication link, wherein the second BCU is used to perform braking control based on the braking instruction, and the third communication link is different from the communication mode corresponding to the first communication link.

11. A brake control device for a multiple-unit locomotive, characterized in that: Applicable to the second car section of a coupled locomotive, the device comprises: a third control module, used for controlling the second RCU to obtain the first BCU state sent by the first RCU through the first communication link, wherein the first RCU is a sovereign RCU that realizes the locomotive synchronization control function, and the second RCU is a hot standby redundant RCU of the first RCU, wherein the first BCU and the first RCU are located in the first car section, and the first BCU is used for executing the braking command sent by the first RCU; A fourth control module, configured to control the second RCU to forward the first BCU state to the second BCU through a second communication link; a fifth control module, configured to control the second BCU to receive and execute the braking instruction sent by the first RCU through a third communication link in response to the first BCU being in an abnormal state, wherein the first RCU is configured to update the first BCU state to an abnormal state when detecting that the second communication link between the first BCU and the first RCU is abnormal, and to send the braking instruction to the second BCU when the second BCU is in a normal state.

12. An electronic device, characterized in that: The method comprises a memory and a processor; a computer program is stored in the memory, and when the computer program is executed by the processor, the method according to any one of claims 1 to 6 or 7 to 9 is implemented.

13. A computer-readable storage medium, characterized in that: A computer program is stored, and the computer program is loaded and executed by a processor to implement the method according to any one of claims 1 to 6 or 7 to 9.

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