Simulation method for coupling and de-compiling of urban rail train

Abstract

The invention relates to an urban rail train coupling and de-compiling simulation method, which comprises the following steps: a train data acquisition step: obtaining a first variable data table according to first initial data, a first vehicle control instruction and a first vehicle state; obtaining a second variable data table according to the second initial data, the second control instruction and the second vehicle state; a coupling simulation step: sequentially performing mechanical coupling simulation and electrical coupling simulation according to the first variable data table and the second variable data table, and calculating vehicle characteristics and electrical characteristics of the whole vehicle after coupling; and a de-coding simulation step: sequentially performing electrical de-coding simulation and mechanical de-coding simulation according to the first variable data table and the second variable data table, calculating the electrical characteristics of the first vehicle group and the second vehicle group, and calculating the vehicle characteristics of the first vehicle group and the second vehicle group after the mechanical de-coding simulation. According to the invention, the problem that the dynamic change of the electrical characteristics of the train and the dynamic change of the overall characteristics of the trains before and after coupling cannot be completely simulated is solved.

Description

Technical Field

[0001] The present application relates to the field of rail transit, and in particular to a simulation method for coupling and uncoupling urban rail trains. Background Art

[0002] In the TACS signal system, train simulation through simulation software tools is the main way and means to test and verify the functions of products in the rail transit field.

[0003] The prior art (CN117799675A) discloses a train coupling and decoupling test system, method, electronic equipment and storage medium, including: in the signal system under test, the on-board controller and the trackside module communicate with each other, and the on-board controllers communicate with each other; in the test platform, the simulated train and the trackside simulator as well as the simulated driving console and the simulated train communicate with each other; the simulated train and the on-board controller as well as the trackside simulator and the trackside module communicate with each other.

[0004] However, the related technology does not realize the connection of all electrical signals of the train during the train coupling or uncoupling process, and cannot completely simulate the dynamic changes of the train's electrical characteristics and the dynamic changes of the overall vehicle characteristics of the train before and after coupling. Summary of the invention

[0005] An embodiment of the present application provides a simulation method for coupling and uncoupling of urban rail trains, so as to at least solve the problem in the related art that it is impossible to fully simulate the dynamic changes of the electrical characteristics of the train and the dynamic changes of the overall vehicle characteristics of the train before and after coupling.

[0006] In a first aspect, an embodiment of the present application provides a simulation method for coupling and uncoupling of an urban rail train, comprising:

[0007] A train data acquisition step, generating first initial data of the first vehicle group and second initial data of the second vehicle group according to the configuration file, acquiring a first control instruction of the first vehicle group, a first vehicle state, and a second control instruction and a second vehicle state of the second vehicle group respectively, obtaining a first variable data table according to the first initial data, the first vehicle control instruction and the first vehicle state; and obtaining a second variable data table according to the second initial data, the second control instruction and the second vehicle state;

[0008] A coupling simulation step, performing mechanical coupling simulation and electrical coupling simulation in sequence according to the first variable data table and the second variable data table, calculating vehicle characteristics of the whole vehicle after coupling after the mechanical coupling simulation, and calculating electrical characteristics of the whole vehicle after coupling after the electrical coupling simulation;

[0009] The disassembly simulation steps are as follows: according to the first variable data table and the second variable data table, electrical disassembly simulation and mechanical disassembly simulation are carried out in sequence. After the electrical disassembly simulation, the electrical characteristics of the first vehicle group and the second vehicle group are calculated. After the mechanical disassembly simulation, the vehicle characteristics of the first vehicle group and the second vehicle group are calculated.

[0010] Through a step-by-step simulation process, the simulation accuracy is improved, and the cost and risk of actual testing are reduced. The adaptability of the simulation system to the actual train operation is enhanced, which helps to optimize the dispatching and operation strategies of urban rail trains.

[0011] In some of the embodiments, the first variable data table includes a decoupling request instruction, and the second variable data table includes a coupling request instruction. The coupling simulation steps include:

[0012] The mechanical coupling simulation step: according to the decoupling request instruction, set the first vehicle group as the decoupling vehicle;

[0013] According to the coupling request instruction, set the second vehicle group as the coupled vehicle;

[0014] Configure the simulation state of the second vehicle group to be stationary, and the first vehicle group runs towards the second vehicle group at a preset speed and impacts the second vehicle group;

[0015] Obtain the real-time simulation position of the first vehicle group and the real-time simulation position of the second vehicle group. When the real-time simulation position of the first vehicle group is less than a preset value compared with the real-time simulation position of the second vehicle group, the mechanical coupling simulation is completed.

[0016] Distinguishing vehicles according to the decoupling request instruction and the coupling request instruction can ensure the correct matching of different vehicle groups during the simulation process, thereby simulating the train coupling process and improving the applicability and reliability of the simulation system.

[0017] In some of the embodiments, the first initial data includes the vehicle length of the first vehicle group, and the second initial data includes the vehicle length of the second vehicle group. After the mechanical coupling simulation is completed, the mechanical coupling simulation step further includes:

[0018] According to the vehicle length of the first vehicle group and the vehicle length of the second vehicle group, obtain the overall vehicle length and the overall vehicle weight, and calculate the vehicle characteristics of the whole vehicle after coupling according to the overall vehicle length and the overall vehicle weight.

[0019] By calculating the overall vehicle length and the overall vehicle weight, necessary physical parameters can be provided for subsequent train operation simulation, improving the simulation accuracy.

[0020] In some of the embodiments, the first variable data table includes a first electrical hook extension instruction, and the second variable data table includes a second electrical hook extension instruction. The coupling simulation steps further include:

[0021] For the electrical coupling simulation steps, periodically determine whether the first vehicle group receives a first electrical hook extension command, and determine whether the second vehicle group receives a second electrical hook extension command. If both are yes, the electrical coupling simulation is completed.

[0022] The electrical coupling simulation can accurately simulate the electrical connection process between train groups, ensuring that the train can operate normally after coupling.

[0023] In some of these embodiments, after the electrical coupling simulation is completed, the electrical coupling simulation steps further include:

[0024] Obtain the vehicle information of the front of the first vehicle group and the vehicle information of the rear of the second vehicle group, and stop obtaining the vehicle information of the first vehicle group and the second vehicle group at the coupling location.

[0025] By updating the vehicle information, ensure that the coupled train can operate normally in simulation, avoiding simulation errors caused by information conflicts.

[0026] In some of these embodiments, after the electrical coupling simulation steps, it further includes: updating the logic for judging the activation status of the near and far ends of the front and rear cabs of the whole vehicle after coupling, the logic for judging the status of the left and right doors, and the logic for judging the emergency status.

[0027] By updating the control logic of the whole vehicle after coupling, the stability and consistency of the train control system can be ensured, preventing misoperations or system abnormalities, and improving the safety and reliability of the train simulation operation.

[0028] In some of these embodiments, the first variable data table includes a first electrical hook retraction command, the second variable data table includes a second electrical hook retraction command, and the decoupling simulation steps include:

[0029] For the electrical decoupling simulation steps, periodically determine whether the first vehicle group receives a first electrical hook retraction command, and determine whether the second vehicle group receives a second electrical hook retraction command. If so, simulate the operation of the first vehicle group and the second vehicle group for electrical decoupling.

[0030] Through the electrical decoupling simulation, it can be ensured that the train can operate independently after decoupling, avoiding control abnormalities or signal interference caused by incorrect disconnection of the electrical connection, and improving the safety and reliability of the train decoupling.

[0031] In some of these embodiments, after the electrical decoupling simulation steps, calculate the electrical characteristics of the first vehicle group according to the first initial data, and calculate the electrical characteristics of the second vehicle group according to the second initial data.

[0032] By calculating the electrical characteristics of the first vehicle group and the second vehicle group after decoupling, it is ensured that the first vehicle group and the second vehicle group can operate normally when running independently and meet the requirements of simulation operation.

[0033] In some embodiments, the first variable data table includes a first mechanical hook retraction instruction, the second variable data table includes a second mechanical hook retraction instruction, and the decoupling simulation step further includes:

[0034] A mechanical decoupling simulation step, periodically determining whether the first vehicle group obtains the first mechanical hook retraction instruction and whether the second vehicle group obtains the second mechanical hook retraction instruction. If both are yes, then simulate the operation of the first vehicle group and the second vehicle group for mechanical decoupling.

[0035] Judging according to the mechanical hook retraction instruction can accurately simulate the mechanical decoupling process of the train, ensure the correct separation of the mechanical connection, and avoid potential safety hazards caused by incorrect disconnection of the mechanical coupler.

[0036] In some embodiments, after the mechanical decoupling simulation step, calculate the vehicle characteristics of the first vehicle group according to the first initial data and calculate the vehicle characteristics of the second vehicle group according to the second initial data.

[0037] By calculating the vehicle characteristics after decoupling, the running performance of the train after decoupling can be accurately evaluated, and it is ensured that each vehicle group can operate independently in a safe and stable manner during simulation.

[0038] Compared with the related art, the simulation method for coupling and decoupling of urban rail trains provided by the embodiments of the present application dynamically calculates the vehicle characteristics and electrical characteristics of the first vehicle group and the second vehicle group and the vehicle characteristics and electrical characteristics of the whole vehicle during the simulation of coupling and decoupling, realizes the full-automatic in-transit formation and decoupling operation of the simulated train, ensures the correct timing, accurate simulation and rapid response of the full-automatic flexible formation operation simulation of the train, and solves the problem that the entire dynamic process of automatic change of vehicle characteristics before and after coupling cannot be simulated in the current flexible formation simulation field.

[0039] Details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more concise and understandable. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation of the present application. In the drawings:

[0041] Figure 1 is a flowchart of a simulation method for coupling and decoupling of urban rail trains according to an embodiment of the present application;

[0042] Figure 2 It is a flowchart of the simulation method for the coupling and uncoupling of urban rail trains according to an embodiment of the present application;

[0043] Figure 3 It is a program structure diagram of the simulation method for the coupling and uncoupling of urban rail trains according to an embodiment of the present application;

[0044] Figure 4 It is a structural block diagram of the simulation system for the coupling and uncoupling of urban rail trains according to an embodiment of the present application;

[0045] Figure 5 It is a flowchart of the simulation method for the coupling and uncoupling of urban rail trains according to an embodiment of the present application;

[0046] Figure 6 It is an operation diagram of the simulation method for the coupling and uncoupling of urban rail trains according to an embodiment of the present application. Detailed implementation manners

[0047] In order to make the purpose, technical solutions and advantages of the present application clearer and more understandable, the present application will be described and explained below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application. Based on the embodiments provided in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of the present application.

[0048] Obviously, the accompanying drawings in the following description are only some examples or embodiments of the present application. For those of ordinary skill in the art, without making creative efforts, the present application can also be applied to other similar scenarios based on these drawings. In addition, it can also be understood that although the efforts made in this development process may be complex and time-consuming, for those of ordinary skill in the art related to the content disclosed in the present application, some design, manufacturing or production changes based on the technical content disclosed in the present application are only conventional technical means and should not be understood that the content disclosed in the present application is insufficient.

[0049] Referring to "embodiments" in the present application means that the specific features, structures or characteristics described in conjunction with the embodiments can be included in at least one embodiment of the present application. The phrase appears in various positions in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those of ordinary skill in the art explicitly and implicitly understand that the embodiments described in the present application can be combined with other embodiments without conflict.

[0050] Unless otherwise defined, the technical terms or scientific terms involved in this application shall have the ordinary meanings understood by those with ordinary skills in the technical field to which this application belongs. The words such as "a", "an", "one kind", "the" and the like involved in this application do not indicate a limitation in quantity and may represent a singular or plural number. The terms "include", "comprise", "have" and any variations thereof involved in this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may further include unlisted steps or units, or may further include other steps or units inherent to these processes, methods, products or devices. The words such as "connect", "be connected", "couple" and the like involved in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The "multiple" involved in this application means two or more. "And / or" describes the association relationship of associated objects and indicates that three relationships may exist. For example, "A and / or B" may represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the front and rear associated objects. The terms "first", "second", "third" and the like involved in this application are only used to distinguish similar objects and do not represent a specific order for the objects.

[0051] The simulation software tool is the main method and means for product function testing and verification in the field of rail transit. As a key core technology of the new generation TACS signal system, the laboratory simulation test and verification of the urban rail full-automatic flexible formation technology can greatly accelerate the R & D iteration efficiency of its products.

[0052] The simulation complexity of the urban rail train full-automatic flexible formation technology is reflected in the following two aspects.

[0053] On the one hand, it stems from the complexity of the signal system's uncoupling and coupling processes themselves, which involve the dynamic change processes of vehicle characteristics and electrical characteristics before and after coupling. In particular, the full-automatic flexible formation emphasizes the process continuity and timing accuracy, and the system has a high coupling degree, requiring close coordination and cooperation among multiple systems, with strict signal protection and monitoring to ensure the safety of the train during the coupling and uncoupling processes. Any algorithm defect, operation error or timing mismatch during the whole process may lead to the failure of the coupling and uncoupling operations.

[0054] On the other hand, it is reflected in the fact that there are many coupling / uncoupling scenarios, and the train states are different under working conditions such as cab change and faults, involving logical changes such as network reorganization and signal penetration. The train running simulation platform needs to accurately identify and judge different scenarios to achieve full coverage of scenarios.

[0055] In the prior art, there is a train running simulation platform that verifies the functions of on-vehicle controllers and ground controllers of its signal system, and realizes the closed-loop control of the control command - train acceleration - train speed - running mileage - train position of a single train. However, these simulation platforms need to configure fixed vehicle parameters before using the platform. Once the simulation starts, the simulated train cannot automatically or manually change the vehicle electrical characteristics and vehicle characteristics. To simulate vehicle changes, the simulation must be aborted, the vehicle parameters must be modified again and then run. At this time, due to the abortion of the simulation, the signal system will surely report a fault error, which obviously cannot meet the calculation of the entire flexible formation simulation process and cannot realize the simulation of the dynamic change of train characteristics after coupling and uncoupling. For the flexible formation function of the signal system involving the cooperation between multiple vehicles and the change of vehicle characteristics, there is currently a lack of effective and feasible simulation implementation methods.

[0056] In view of the above problems, this embodiment provides a simulation method for the coupling and uncoupling of urban rail trains. It can simulate the changes in the basic characteristics of trains after coupling and uncoupling in a real environment, and realize the full-automatic formation and dynamic process simulation of trains in transit.

[0057] Figure 1 It is a flowchart of the simulation method for the coupling and uncoupling of urban rail trains according to an embodiment of the present application. As Figure 1 shown, this process includes the following steps:

[0058] Train data acquisition step S101: Generate the first initial data of the first vehicle group and the second initial data of the second vehicle group according to the configuration file, respectively obtain the first control command, the first vehicle state of the first vehicle group and the second control command, the second vehicle state of the second vehicle group, and obtain the first variable data table according to the first initial data, the first vehicle control command and the first vehicle state. Obtain the second variable data table according to the second initial data, the second control command and the second vehicle state.

[0059] Coupling simulation step S102: Perform mechanical coupling simulation and electrical coupling simulation in sequence according to the first variable data table and the second variable data table. After the mechanical coupling simulation, calculate the vehicle characteristics of the whole vehicle after coupling. After the electrical coupling simulation, calculate the electrical characteristics of the whole vehicle after coupling.

[0060] Uncoupling simulation step S103: Perform electrical uncoupling simulation and mechanical uncoupling simulation in sequence according to the first variable data table and the second variable data table. After the electrical uncoupling simulation, calculate the electrical characteristics of the first vehicle group and the second vehicle group. After the mechanical uncoupling simulation, calculate the vehicle characteristics of the first vehicle group and the second vehicle group.

[0061] Through the above steps, the coupling and decoupling processes of urban rail trains are simulated through three stages: train data acquisition, coupling simulation, and decoupling simulation. During the coupling process, mechanical connection simulation is carried out first, and then electrical connection simulation is carried out to ensure the physical and signal matching of the trains. During the decoupling process, electrical decoupling simulation is carried out first to ensure the correct separation of the electrical system, and then mechanical decoupling simulation is carried out to complete the physical separation.

[0062] This method obtains the key data of train operation, establishes a variable data table, and ensures the data consistency and reliability of the simulation process. Based on the variable data table, mechanical and electrical coupling and decoupling simulations are carried out to realize the simulation of the train coupling and decoupling process. During the simulation of the train coupling and decoupling process, complete calculations of train dynamics and electrical characteristics are provided. Through the step-by-step simulation process, the simulation accuracy is improved, and the cost and risk of actual testing are reduced. The adaptability of the simulation system to actual train operation is enhanced, which helps to optimize the dispatching and operation strategies of urban rail trains. This method can be used for the coupling and decoupling simulation of trains of different models, further improving the applicability and generality of the method.

[0063] Vehicle characteristics include but are not limited to the vehicle traction performance, braking performance, and dynamic performance before and after formation and decoupling.

[0064] Electrical characteristics include but are not limited to zero speed, traction enable, and emergency braking performance.

[0065] During the initialization of the train, both the first vehicle group and the second vehicle group set their respective train basic parameters by reading the configuration file, generating the first initial data and the second initial data.

[0066] The first initial data includes the formation number of the first vehicle group, the placement direction of the first vehicle group, the vehicle length of the first vehicle group, the traction and braking characteristic parameters of the first vehicle group, the IP of the on-vehicle equipment of the signal system of the first vehicle group, and the port configuration of the first vehicle group.

[0067] The second initial data includes the formation number of the second vehicle group, the placement direction of the second vehicle group, the vehicle length of the second vehicle group, the traction and braking characteristic parameters of the second vehicle group, the IP of the on-vehicle equipment of the signal system of the second vehicle group, and the port configuration of the second vehicle group.

[0068] Before the coupling simulation step, the first vehicle group and the second vehicle group can operate independently in simulation and conduct data interaction. After the first vehicle group and the second vehicle group respectively simulate the car addition action, they communicate in real time with on-vehicle equipment of signal systems such as ATP, ATO, and CAM, receive control instructions while feeding back the vehicle status, store all variables in the variable master table, and perform line calculations respectively to achieve the closed-loop control of the control command - train acceleration - train speed - running mileage - train position of the single formation vehicle. At the same time, both the first vehicle group and the second vehicle group transfer their respective variable master tables to each other to achieve data interaction and mapping between the first vehicle group and the second vehicle group.

[0069] This embodiment also provides a simulation method for coupling and uncoupling of urban rail trains, as Figure 5 shown. The simulation method includes:

[0070] Train data acquisition step S101, generate the first initial data of the first vehicle group and the second initial data of the second vehicle group according to the configuration file, respectively obtain the first control instruction, the first vehicle status of the first vehicle group and the second control instruction, the second vehicle status of the second vehicle group, and obtain the first variable data table according to the first initial data, the first vehicle control instruction and the first vehicle status. Obtain the second variable data table according to the second initial data, the second control instruction and the second vehicle status.

[0071] Coupling simulation step S102, sequentially perform mechanical coupling simulation and electrical coupling simulation according to the first variable data table and the second variable data table. After the mechanical coupling simulation, calculate the vehicle characteristics of the whole vehicle after coupling. After the electrical coupling simulation, calculate the electrical characteristics of the whole vehicle after coupling.

[0072] Or, uncoupling simulation step S103, sequentially perform electrical uncoupling simulation and mechanical uncoupling simulation according to the first variable data table and the second variable data table. After the electrical uncoupling simulation, calculate the electrical characteristics of the first vehicle group and the second vehicle group. After the mechanical uncoupling simulation, calculate the vehicle characteristics of the first vehicle group and the second vehicle group.

[0073] After the train data acquisition step S101, determine whether the train is in a coupled state. If the train is in a coupled state, execute the uncoupling simulation step S103, and simulate the uncoupling of the multi-formation train according to the first variable data table and the second variable data table. If the train is not in a coupled state, execute the coupling simulation step S102, and simulate the coupling of the single-formation train according to the first variable data table and the second variable data table.

[0074] In some of the embodiments, the first variable data table includes a decoupling request instruction, and the second variable data table includes a coupled request instruction. As Figure 2 shown, the coupling simulation step includes:

[0075] Mechanical coupling simulation steps, S201, according to the decoupling request instruction, set the first vehicle group as the decoupling vehicle.

[0076] S202, according to the coupling request instruction, set the second vehicle group as the coupled vehicle.

[0077] S203, configure the simulation state of the second vehicle group to be stationary, and the first vehicle group runs towards the second vehicle group at a preset speed and impacts the second vehicle group.

[0078] S204, obtain the real-time simulation positions of the first vehicle group and the second vehicle group. When the real-time simulation position of the first vehicle group is less than a preset value compared with the real-time simulation position of the second vehicle group, the mechanical coupling simulation is completed.

[0079] Distinguishing vehicles according to the decoupling request instruction and the coupling request instruction can ensure the correct matching of different vehicle groups during the simulation process, and then simulate the train coupling process, improving the applicability and reliability of the simulation system. The first vehicle group approaches the second vehicle group at a preset speed. When the coupling condition is reached, it is determined that the mechanical connection is successful, which can accurately simulate the motion state of the vehicle and improve the simulation accuracy. Judging whether the coupling condition is met through the simulation position ensures the accuracy and operability of the simulation coupling.

[0080] The preset speed of the first vehicle group can be set according to the actual situation.

[0081] According to the coupling characteristics of different types of trains, the coupling distance threshold can be dynamically adjusted to meet the simulation requirements of different vehicle models.

[0082] In some embodiments, the first initial data includes the vehicle length of the first vehicle group, and the second initial data includes the vehicle length of the second vehicle group. After the mechanical coupling simulation is completed, the mechanical coupling simulation steps further include:

[0083] According to the vehicle length of the first vehicle group and the vehicle length of the second vehicle group, obtain the total vehicle length and total vehicle weight of the whole vehicle, and calculate the vehicle characteristics of the whole vehicle after coupling according to the total vehicle length and total vehicle weight.

[0084] After the mechanical coupling simulation is completed, calculate the key physical characteristics of the whole vehicle. By adding up the vehicle lengths and vehicle weights of the two vehicle groups, determine the overall characteristics of the whole vehicle after coupling. By calculating the total vehicle length and total vehicle weight of the whole vehicle, necessary physical parameters can be provided for subsequent train operation simulation, improving the simulation accuracy. At the same time, this calculation method can evaluate the dynamic characteristics of the whole vehicle after coupling, providing a reference basis for train scheduling and operation control.

[0085] In some of these embodiments, the first variable data table includes a first electrical hook extension instruction, and the second variable data table includes a second electrical hook extension instruction. The coupling simulation step further includes:

[0086] An electrical coupling simulation step that periodically determines whether the first vehicle group has obtained the first electrical hook extension instruction and whether the second vehicle group has obtained the second electrical hook extension instruction. If both are yes, the electrical coupling simulation is completed.

[0087] By detecting the electrical hook extension instructions of the first vehicle group and the second vehicle group, the simulation of electrical coupling is realized. When both vehicle groups meet the conditions for electrical coupling, an electrical connection is established and electrical signals are synchronized to achieve unified control and data exchange between vehicle groups.

[0088] The electrical coupling simulation can accurately simulate the electrical connection process between train groups, ensuring that the train can operate normally after coupling. At the same time, this method can verify the reliability of the electrical connection, optimize the train signal transmission and control logic, and improve the simulation accuracy.

[0089] According to actual needs, simulations of different communication protocols can be added, including but not limited to the CAN bus and the MVB bus, to adapt to different train communication architectures.

[0090] According to actual needs, electrical fault simulation can be introduced during the simulation process to test the response ability of the train under abnormal conditions.

[0091] In some of these embodiments, after the electrical coupling simulation is completed, the electrical coupling simulation step further includes:

[0092] Obtain the vehicle information of the head of the first vehicle group and the vehicle information of the tail of the second vehicle group, and stop obtaining the vehicle information of the first vehicle group and the second vehicle group at the coupling location.

[0093] After the electrical coupling simulation is completed, the control logic of the train needs to adapt to the new overall vehicle structure. By updating the vehicle information, it is ensured that the train after coupling can operate normally in the simulation, avoiding simulation errors caused by information conflicts. Further ensure the consistency of information management for the entire vehicle after coupling, improve the stability and reliability of the train simulation operation. By reasonably adjusting the information acquisition logic, redundant data is reduced and the simulation response speed is increased.

[0094] In some of these embodiments, after the electrical coupling simulation step, it further includes: updating the judgment logic of the activation status of the near and far driver's cabs at the head and tail ends of the entire vehicle after coupling, the judgment logic of the left and right door states, and the judgment logic of the emergency state.

[0095] After the electrical coupling simulation is completed, the train control system needs to be reconfigured to adapt to the overall vehicle state after coupling. Logics such as cab activation status, door control, and emergency status judgment need to be adjusted to ensure the correctness and safety of the overall vehicle control system. By updating the control logic of the overall vehicle after coupling, the stability and consistency of the train control system can be ensured, preventing misoperations or system anomalies and improving the safety and reliability of the train simulation operation.

[0096] In some of these embodiments, the first variable data table includes a first electrical hook retraction instruction, the second variable data table includes a second electrical hook retraction instruction, and the uncoupling simulation steps include:

[0097] The electrical uncoupling simulation step periodically determines whether the first vehicle group has obtained the first electrical hook retraction instruction and whether the second vehicle group has obtained the second electrical hook retraction instruction. If so, the first vehicle group and the second vehicle group are simulated to perform electrical uncoupling.

[0098] The electrical uncoupling simulation determines whether to perform the electrical uncoupling simulation by detecting the electrical hook retraction instructions of the first vehicle group and the second vehicle group. When the uncoupling conditions are met, the electrical connection between the two train groups is simulated to be released, ensuring that the signal transmission and control systems of the first vehicle group and the second vehicle group are restored to their respective independent operating modes. Through the electrical uncoupling simulation, it can be ensured that the train can operate independently after uncoupling, avoiding control anomalies or signal interference caused by incorrect disconnection of the electrical connection and improving the safety and reliability of train uncoupling.

[0099] In some of these embodiments, after the electrical uncoupling simulation step, according to the first initial data, the electrical characteristics of the first vehicle group are calculated, and according to the second initial data, the electrical characteristics of the second vehicle group are calculated.

[0100] After the electrical uncoupling is completed, the electrical systems of each vehicle group need to be restored to an independent state. By calculating the electrical characteristics of the first vehicle group and the second vehicle group after uncoupling, it is ensured that the first vehicle group and the second vehicle group can operate normally when operating independently and meet the requirements of the simulation operation. By calculating the electrical characteristics after uncoupling, the accuracy of train electrical uncoupling can be effectively evaluated to ensure that each vehicle group can perform independent simulation operations.

[0101] In some of these embodiments, the first variable data table includes a first mechanical hook retraction instruction, the second variable data table includes a second mechanical hook retraction instruction, and the uncoupling simulation steps further include:

[0102] The mechanical uncoupling simulation step periodically determines whether the first vehicle group has obtained the first mechanical hook retraction instruction and whether the second vehicle group has obtained the second mechanical hook retraction instruction. If both are yes, the first vehicle group and the second vehicle group are simulated to perform mechanical uncoupling.

[0103] The mechanical decoupling simulation determines whether the decoupling conditions are met by detecting the mechanical hook retraction commands of the first and second vehicle groups. When the conditions are met, the mechanical separation process is executed to ensure that the mechanical connection is correctly disconnected, and the separation status is monitored based on the simulated positions to avoid failures caused by operation errors.

[0104] This method can accurately simulate the mechanical decoupling process of the train, ensure the correct separation of the mechanical connection, and avoid potential safety hazards caused by incorrect disconnection of the mechanical coupler. At the same time, by monitoring the decoupling status, the controllability of the decoupling process can be improved, and the safety of the simulated train operation can be enhanced.

[0105] In some embodiments, after the mechanical decoupling simulation step, the vehicle characteristics of the first vehicle group are calculated based on the first initial data, and the vehicle characteristics of the second vehicle group are calculated based on the second initial data.

[0106] After the mechanical decoupling is completed, the physical parameters of each vehicle group need to be recalculated to ensure the independent simulation operation of the train after decoupling. The vehicle characteristics after decoupling are calculated based on the first initial data and the second initial data, including the vehicle center of gravity position, dynamic performance, etc., to ensure that the train still meets the requirements of the simulated operation after decoupling. By calculating the vehicle characteristics after decoupling, the operation performance of the train after decoupling can be accurately evaluated, and it can be ensured that each vehicle group can independently simulate and operate safely and stably. This method can also be used for the analysis of the dynamic characteristics of the train after decoupling, improving the accuracy of the train operation simulation.

[0107] Such as Figure 3 As shown, the embodiments of the present application can be applied to a coupling subroutine, a first vehicle group simulation program, and a second vehicle group simulation program. The coupling subroutine communicates with the first vehicle group simulation program and the second vehicle group simulation program, receives the first variable data table of the first vehicle group simulation program and the second variable data table of the second vehicle group simulation program, and the coupling subroutine realizes the information interaction between the first vehicle group simulation program and the second vehicle group simulation program. Both the first vehicle group simulation program and the second vehicle group simulation program simulate three - formation vehicles and communicate with the signal system.

[0108] Before the coupling simulation, the first vehicle group simulation program and the second vehicle group simulation program maintain the simulation operation of single - formation vehicles. After the first vehicle group simulation program and the second vehicle group simulation program respectively receive the decoupling working condition request and the coupled working condition request sent by the signal system, the first vehicle group simulation program obtains the first vehicle state, writes the decoupling working condition request and the first vehicle state into the first variable data table, and sends the first variable data table to the coupling subroutine. The second vehicle group simulation program obtains the second vehicle state, writes the coupled working condition request and the second vehicle state into the second variable data table, and sends the second variable data table to the coupling subroutine.

[0109] The coupling subroutine periodically determines the coupling state of two single - formation vehicles simulated by the first vehicle group simulation program and the second vehicle group simulation program at a frequency of 20 ms / time. According to the received coupling working condition request, it judges the decoupling vehicle and the coupled vehicle. The decoupling working condition request and the coupled working condition request sent by the signaling system to the first vehicle group simulation program and the second vehicle group simulation program are used as the start flag of the coupling operation, and the two single - formation vehicles are set as a decoupling vehicle and a coupled vehicle. Once the coupling signal is triggered, it is always high. If a decoupling instruction is received, it will be used as the termination flag of the coupling operation. The coupling operation terminates, and the decoupling vehicle and the coupled vehicle are no longer distinguished.

[0110] The coupling subroutine simulates the movement of the decoupling vehicle moving at low speed towards the stationary coupled vehicle. During this process, the coupling subroutine calculates the distance between the two vehicles in real - time based on the positions sent by the decoupling vehicle and the coupled vehicle. If the distance between the two vehicle ends is less than the preset distance, it is determined that the mechanical coupling simulation after low - speed collision is completed. After mechanical coupling, the vehicle weight and length of the whole vehicle change, and the vehicle characteristics are changed to a six - formation train. The coupling subroutine calculates the vehicle characteristics after coupling and conducts information interaction between the two vehicles. This state remains until a mechanical uncoupling instruction is received. According to instructions such as the vehicle placement direction and the activated end, it is judged which end of the mechanical hook is in the mechanical coupling state. If the mechanical coupling simulation of the two vehicles is not completed, the train characteristics of both vehicles are the vehicle characteristics and electrical characteristics of a three - formation vehicle. The coupling subroutine only performs information interaction between the two vehicles. The two vehicles receive information from the signaling system and feedback the vehicle state information of their own formation and other formations to the on - vehicle equipment of the signaling system.

[0111] During the simulation of the electrical coupling by the coupling subroutine, it periodically determines whether the first vehicle group simulation program and the second vehicle group simulation program send an electrical hook extension instruction at a frequency of 20 ms / time. If so, it is determined that the electrical hook coupling simulation is completed. The vehicle characteristics are changed to a six - formation train. According to instructions such as the vehicle placement direction, the activated end, and the extension of the near - end and far - end electrical hooks, it is judged which end of the electrical hook performs the coupling. Equipment network reorganization and the signal penetration of the whole - vehicle train line are carried out, and the electrical characteristics of the whole vehicle are calculated, including but not limited to the zero - speed judgment of the whole vehicle and the emergency braking judgment of the whole vehicle.

[0112] The electrical characteristics calculation method is pure logical judgment. The train vehicle electrical schematic diagram is generated according to the relationship between the signal input of all electrical characteristics and the output of the train electrical status. According to the train vehicle electrical schematic diagram, simulation is built. The information interaction between the first vehicle group simulation program and the second vehicle group simulation program is executed, with the purpose of still feeding back vehicle information and receiving instructions for the TC1 and TC2 signal system equipment corresponding to the first vehicle group simulation program and the second vehicle group simulation program. However, at this time, the whole vehicle signal system of the six-carriage train adopts the on-board equipment information of the head and tail signal systems of the six-carriage train, and the vehicle information received by the on-board equipment at the coupling point is not adopted. The electrical coupling state is maintained until the first vehicle group simulation program and the second vehicle group simulation program receive the electrical hook retraction instruction.

[0113] The linkage subroutine writes the vehicle electrical status and motion status feedback variables into the vehicle status summary table, and sends the table to the first vehicle group simulation program and the second vehicle group simulation program through the queue. The first vehicle group simulation program and the second vehicle group simulation program send packets to the signal system equipment according to the established protocol to feedback the vehicle information required by the signal system.

[0114] The coupling subroutine periodically determines whether the first vehicle group simulation program and the second vehicle group simulation program have received the electric hook retraction command. If so, it simulates the electrical disassembly of the six-car train. The electrical characteristics of the two single-car trains after disassembly are calculated by the first vehicle group simulation program and the second vehicle group simulation program. According to the vehicle placement direction, activation end, and which end of the signal system equipment issues the near-end and far-end electric hook retraction instructions, the coupling state judgment module determines which end of the electric hook executes the electric hook retraction. The train undergoes equipment network reorganization, and the electrical characteristics are calculated separately for the two cars, while the mechanical characteristics are still for one car.

[0115] The coupling subroutine periodically determines whether the first vehicle group simulation program and the second vehicle group simulation program have received the mechanical hook retraction instruction. If so, it simulates the mechanical decoupling of the six-car train. The vehicle characteristics of the two single-car trains after decoupling are calculated by the first vehicle group simulation program and the second vehicle group simulation program.

[0116] After simulating electrical and mechanical de-training, the electrical characteristics and vehicle characteristics are changed from the characteristics of a six-car train to the characteristics of two three-car trains. The first vehicle set simulation program and the second vehicle set simulation program simulate the operation of two three-car trains.

[0117] This embodiment also provides a simulation system for coupling and uncoupling of urban rail trains, such as Figure 4 As shown, the simulation system includes: a marshaling 1 simulation unit, a marshaling 2 simulation unit, a coupling simulation unit, and signal system on-board equipment and trackside equipment.

[0118] The on-vehicle equipment and wayside equipment of the signaling system communicate with the formation 1 simulation unit and the formation 2 simulation unit in real time.

[0119] The formation 1 simulation unit includes a first software algorithm and functional logic thread and a first external interaction thread. The first software algorithm and functional logic thread send vehicle status feedback information to the first external interaction thread. The first external interaction thread sends signaling system instructions and calculation module selections to the first software algorithm and functional logic thread.

[0120] The formation 2 simulation unit includes a second software algorithm and functional logic thread and a second external interaction thread. The first software algorithm and functional logic thread send vehicle status feedback information to the first external interaction thread. The first external interaction thread sends signaling system instructions and calculation module selections to the first software algorithm and functional logic thread.

[0121] The coupler simulation unit receives the vehicle IO status and coupler instructions sent by the formation 1 simulation unit and the formation 2 simulation unit respectively, and sends external IO signals and coupler status feedback to the formation 1 simulation unit and the formation 2 simulation unit respectively.

[0122] The coupler simulation unit includes a queue sending and receiving module, a software algorithm and functional logic module, and a coupler judgment and event triggering module. Among them, the queue sending and receiving module is used to communicate with the formation 1 mode unit and the formation 2 simulation unit, and send the vehicle IO status and coupler instructions to the coupler judgment and event triggering module. The software algorithm and functional logic module is used to send external IO signal feedback to the queue sending and receiving module. The coupler judgment and event triggering module is used to receive the vehicle IO status and coupler instructions, and send calculation module selections to the software algorithm and functional logic module.

[0123] This embodiment also provides an operation diagram of a simulation method for coupling and uncoupling urban rail trains, as Figure 6 shown. A coupler status judgment module and an event triggering module are set in the coupler subroutine. First, the first vehicle group simulation program and the second vehicle group simulation program each simulate the operation of a single formation train. The first vehicle group simulation program and the second vehicle group simulation program receive the signaling system coupling and vehicle control instructions. The first vehicle group simulation program and the second vehicle group simulation program write the status quantities and signal instructions of their respective corresponding formation trains into the variable general table, and send them to the coupler subroutine through the queue. The coupler subroutine executes the coupler status judgment module in each loop, and judges the coupling vehicle and the vehicle to be coupled according to the received coupling working condition requests of the two vehicles.

[0124] The coupler subroutine executes the coupler status judgment module in each loop. The coupling vehicle controls the vehicle speed to move slowly towards the stationary vehicle to be coupled. During the movement, the coupler subroutine calculates the distance between the two vehicles in real time according to the positions sent by the two vehicles. If the end-to-end distance is less than the preset fixed value, it is judged that the two vehicles are automatically mechanically coupled after a low-speed collision.

[0125] The coupling subroutine executes the event trigger module in each loop. If the mechanical coupling condition is met, the mechanical coupling event is triggered, and the vehicle characteristics are calculated after coupling. The vehicle weight, length, etc. change.

[0126] The coupling subroutine executes the coupling status judgment module in each loop. If a vehicle sends an electrical hook extension command, it is judged that the electrical hook coupling is successful.

[0127] The coupling subroutine executes the event trigger module in each loop. If the electrical coupling condition is met, the electrical coupling event is triggered, and the electrical characteristics are calculated after coupling. The activation status judgment logic of the near and far driver's cabs at both ends, the left and right door status judgment logic, the emergency status judgment logic, etc. change.

[0128] In each loop, the coupling subroutine writes the feedback variables of the vehicle electrical status and motion status into the vehicle status summary table, and sends this table to the first vehicle group simulation program and the second vehicle group simulation program through a queue. The first vehicle group simulation program and the second vehicle group simulation program send packets to the signal system equipment according to the established protocol to feedback the vehicle information required by the signal system.

[0129] The coupling subroutine executes the coupling status judgment module in each loop to judge whether a vehicle receives an electrical hook retraction command and whether the electrical uncoupling condition is met. The coupling subroutine executes the event trigger module in each loop. If the mechanical uncoupling condition is met, the electrical coupling event is stopped from being triggered. After uncoupling, the electrical characteristics calculation of the two single - formation trains is calculated separately by the relevant modules in the first vehicle group simulation program and the second vehicle group simulation program.

[0130] The coupling subroutine executes the coupling status judgment module in each loop to judge whether a vehicle receives a mechanical hook retraction command and whether the mechanical uncoupling condition is met. The coupling subroutine executes the event trigger module in each loop. If the mechanical uncoupling condition is met, the mechanical coupling event is stopped from being triggered. After uncoupling, the vehicle characteristics calculation of the two single - formation trains is calculated separately by the relevant modules in the first vehicle group simulation program and the second vehicle group simulation program.

[0131] The first vehicle group simulation program and the second vehicle group simulation program resume the state of independent simulation operation. The first vehicle group simulation program and the second vehicle group simulation program receive the coupling and vehicle control instructions from the signal system.

[0132] It should be noted that the steps shown in the above process or the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer - executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order from here.

[0133] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

[0134] The above-described embodiments only express several implementation manners of the present application. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the appended claims.

Claims

1. A simulation method for coupling and uncoupling of urban rail trains, characterized in that: include: A train data acquisition step, generating first initial data of the first vehicle group and second initial data of the second vehicle group according to the configuration file, respectively acquiring a first control instruction of the first vehicle group, a first vehicle state, and a second control instruction and a second vehicle state of the second vehicle group, and obtaining a first variable data table according to the first initial data, the first vehicle control instruction and the first vehicle state; and obtaining a second variable data table according to the second initial data, the second control instruction and the second vehicle state; A coupling simulation step, performing mechanical coupling simulation and electrical coupling simulation in sequence according to the first variable data table and the second variable data table, calculating vehicle characteristics of the whole vehicle after coupling after the mechanical coupling simulation, and calculating electrical characteristics of the whole vehicle after coupling after the electrical coupling simulation; The decompilation simulation step performs electrical decompilation simulation and mechanical decompilation simulation in sequence according to the first variable data table and the second variable data table. After the electrical decompilation simulation, the electrical characteristics of the first vehicle group and the electrical characteristics of the second vehicle group are calculated. After the mechanical decompilation simulation, the vehicle characteristics of the first vehicle group and the vehicle characteristics of the second vehicle group are calculated.

2. The simulation method for coupling and uncoupling of urban rail trains according to claim 1, characterized in that: The first variable data table includes a disconnect request instruction, the second variable data table includes a disconnect request instruction, and the disconnect simulation step includes: A mechanical coupling simulation step, setting the first vehicle group as a coupling-free vehicle according to a coupling-free request instruction; According to the coupled request instruction, the second vehicle group is set as the coupled vehicle; The simulation state of the second vehicle group is configured to be stationary, and the first vehicle group runs toward the second vehicle group at a preset speed and hits the second vehicle group; The real-time simulation position of the first vehicle group and the real-time simulation position of the second vehicle group are obtained. When the real-time simulation position of the first vehicle group and the real-time simulation position of the second vehicle group are less than a preset value, the mechanical coupling simulation is completed.

3. The simulation method for coupling and uncoupling of urban rail trains according to claim 2 is characterized in that: The first initial data includes the length of the first vehicle group, and the second initial data includes the length of the second vehicle group. After the mechanical coupling simulation is completed, the mechanical coupling simulation step further includes: The length and weight of the entire vehicle are obtained according to the length of the first vehicle group and the length of the second vehicle group, and the vehicle characteristics of the entire vehicle after coupling are calculated according to the length and weight of the entire vehicle.

4. The simulation method for coupling and uncoupling of urban rail trains according to claim 1, characterized in that: The first variable data table includes a first electrical hook extension instruction, the second variable data table includes a second electrical hook extension instruction, and the coupling simulation step further includes: The electrical coupling simulation step periodically determines whether the first vehicle group obtains the first electrical hook extension instruction, and determines whether the second vehicle group obtains the second electrical hook extension instruction. If both are yes, the electrical coupling simulation is completed.

5. The simulation method for coupling and uncoupling of urban rail trains according to claim 4, characterized in that: After the electrical coupling simulation is completed, the electrical coupling simulation step further includes: The vehicle information at the front of the first vehicle group and the vehicle information at the rear of the second vehicle group are obtained, and the vehicle information at the coupling point of the first vehicle group and the second vehicle group is stopped.

6. The simulation method for coupling and uncoupling of urban rail trains according to claim 4, characterized in that: After the electrical coupling simulation step, it also includes: updating the activation status judgment logic of the front and rear ends of the vehicle, the near and far cabs, the left and right door status judgment logic and the emergency status judgment logic after the coupling.

7. The simulation method for coupling and uncoupling of urban rail trains according to claim 1, characterized in that: The first variable data table includes a first electrical hook retraction instruction, the second variable data table includes a second electrical hook retraction instruction, and the de-marshalling simulation step includes: The electrical unbundling simulation step periodically determines whether the first vehicle group obtains the first electrical hook retraction instruction, and determines whether the second vehicle group obtains the second electrical hook retraction instruction. If so, the simulation runs the first vehicle group and the second vehicle group for electrical unbundling.

8. The simulation method for coupling and uncoupling of urban rail trains according to claim 7, characterized in that: After the electrical decompression simulation step, the electrical characteristics of the first vehicle group are calculated based on the first initial data, and the electrical characteristics of the second vehicle group are calculated based on the second initial data.

9. The simulation method for coupling and uncoupling of urban rail trains according to claim 1, characterized in that: The first variable data table includes a first mechanical hook retraction instruction, the second variable data table includes a second mechanical hook retraction instruction, and the de-marshalling simulation step further includes: The mechanical unmarshaling simulation step periodically determines whether the first vehicle group obtains the first mechanical hook retraction instruction, and determines whether the second vehicle group obtains the second mechanical hook retraction instruction. If both are yes, the simulation runs the first vehicle group and the second vehicle group for mechanical unmarshaling.

10. The simulation method for coupling and uncoupling of urban rail trains according to claim 9, characterized in that: After the mechanical decompilation simulation step, vehicle characteristics of the first vehicle group are calculated based on the first initial data, and vehicle characteristics of the second vehicle group are calculated based on the second initial data.

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