Simulation system for vehicle marshalling of urban rail train

Abstract

The invention relates to a simulation system for urban rail train marshalling, and the system comprises a first marshalling train simulation unit which receives first instruction information and the position information of a first marshalling train, and calculates the vehicle characteristics and electrical characteristics of the simulation operation of the first marshalling train; the second marshalling vehicle simulation unit receives the second instruction information and the position information of the second marshalling vehicle train, and calculates the vehicle characteristics and the electrical characteristics of the second marshalling vehicle simulation operation; the whole vehicle simulation unit communicates with the first marshalling vehicle simulation unit and the second marshalling vehicle simulation unit, receives the first instruction information, the second instruction information, the position information of the first marshalling vehicle train and the position information of the second marshalling vehicle train, and simulates mechanical coupling and electrical coupling of the first marshalling vehicle and the second marshalling vehicle; and calculating mechanical characteristics and electrical characteristics of the whole vehicle. According to the invention, the problems of lack of tracking of the characteristic state of the train and low simulation degree of flexible marshalling are solved.

Description

Technical Field

[0001] This application relates to the field of rail transit, and particularly to a simulation system for the formation of urban rail train vehicles. Background Art

[0002] The cost of actual vehicle operation tests is relatively high, and various situations need to be faced, which will consume a large amount of manpower and material resources. Simulating train operation on a vehicle test platform has gradually become the key to vehicle testing.

[0003] The prior art (CN119099656A) discloses a flexible formation system and method for trains, including: the flexible formation system is used for flexibly forming multiple unit trains, and the flexible formation system includes: multiple flexible formation on-vehicle units and several flexible formation management units; data interaction is carried out between multiple flexible formation on-vehicle units and several flexible formation management units, between multiple flexible formation on-vehicle units, and between several flexible formation management units; if there is only one flexible formation management unit, data interaction between flexible formation management units is not required; each of the flexible formation on-vehicle units is respectively arranged on each unit train to obtain the operation state information of the unit train to which it belongs; the flexible formation management unit calculates train formation indication information according to all the operation state information; the flexible formation on-vehicle unit controls the operation of the unit train to which it belongs according to the train formation indication information.

[0004] During the coupling and decoupling processes, the characteristic states of the train constantly change, but the prior art ignores the tracking of the characteristic states of the train, and the simulation degree of flexible formation is low. Summary of the Invention

[0005] The embodiments of this application provide a simulation system for the formation of urban rail train vehicles to at least solve the problem of low simulation degree of flexible formation in the related art.

[0006] In a first aspect, the embodiments of this application provide a simulation system for the formation of urban rail train vehicles. The simulation system communicates with the vehicle signal system of urban rail trains. The vehicle signal system of urban rail trains includes first formation vehicles and second formation vehicles. The simulation system for the formation of urban rail train vehicles includes:

[0007] A first formation vehicle simulation unit, including a first operation thread and a first communication thread. The first communication thread is used to communicate with the first formation vehicle, receive first instruction information and the position information of the first formation vehicle train; the first operation thread obtains the first instruction information and the position information of the first formation vehicle train via the first communication thread, and calculates the vehicle characteristics and electrical characteristics of the first formation vehicle for simulation operation, for the single-formation simulation operation of the first formation vehicle.

[0008] The second formation vehicle simulation unit includes a second operation thread and a second communication thread. The second communication thread is used to communicate with the second formation vehicle, receive the second instruction information and the position information of the second formation vehicle train. The second operation thread obtains the second instruction information and the position information of the second formation vehicle train via the second communication thread, and calculates the vehicle characteristics and electrical characteristics of the second formation vehicle for simulation operation of the second formation vehicle in single formation.

[0009] The whole vehicle simulation unit communicates with the first formation vehicle simulation unit and the second formation vehicle simulation unit, receives the first instruction information, the second instruction information, the position information of the first formation vehicle train and the position information of the second formation vehicle train, simulates the mechanical coupling and electrical coupling of the first formation vehicle and the second formation vehicle according to the first instruction information and the second instruction information, and calculates the whole vehicle mechanical characteristics and the whole vehicle electrical characteristics according to the first instruction information, the second instruction information, the position information of the first formation vehicle train and the position information of the second formation vehicle train for multi-formation simulation operation after the first formation vehicle and the second formation vehicle are coupled.

[0010] In some embodiments, the position information of the first formation vehicle train includes the real-time position of the first formation vehicle, the position information of the second formation vehicle train includes the real-time position of the second formation vehicle, the first instruction information includes a first coupling instruction, and the second instruction information includes a second coupling instruction. After receiving the first coupling instruction and the second coupling instruction, the whole vehicle simulation unit simulates the mechanical coupling of the first formation vehicle and the second formation vehicle, and judges whether the distance between the rear of the first formation vehicle and the front of the second formation vehicle is less than a preset value according to the real-time position of the first formation vehicle and the real-time position of the second formation vehicle. If so, the mechanical coupling is completed.

[0011] In some embodiments, when the mechanical coupling is simulated and completed and the electrical coupling is not completed, the first formation vehicle simulation unit stops calculating the vehicle characteristics of the first formation vehicle for simulation operation, and calculates the electrical characteristics of the first formation vehicle for simulation operation; the second formation vehicle simulation unit stops calculating the vehicle characteristics of the second formation vehicle for simulation operation, and calculates the electrical characteristics of the second formation vehicle for simulation operation; the whole vehicle simulation unit calculates the whole vehicle mechanical characteristics.

[0012] In some embodiments, the first instruction information includes a first electric coupler extension instruction, and the second instruction information includes a second electric coupler extension instruction; after receiving the first electric coupler extension instruction and the second electric coupler extension instruction, the whole vehicle simulation unit simulates the electrical coupling of the first vehicle set and the second vehicle set, and determines whether the first vehicle set and the second vehicle set have both successfully self-checked and whether the first electric coupler extension instruction and the second electric coupler extension instruction are both issued by the urban rail train vehicle signal system. If so, it is determined that the electrical coupling is completed.

[0013] In some of the embodiments, when the simulated mechanical coupling is completed and the electrical coupling is completed, the first vehicle set simulation unit stops calculating the vehicle characteristics and electrical characteristics of the simulated operation of the first vehicle set; the second vehicle set simulation unit stops calculating the vehicle characteristics and electrical characteristics of the simulated operation of the second vehicle set; and the whole vehicle simulation unit calculates the whole vehicle mechanical characteristics and the whole vehicle electrical characteristics.

[0014] In some embodiments, the first instruction information includes a first electric coupler retraction instruction, and the second instruction information includes a second electric coupler retraction instruction; after receiving the first electric coupler retraction instruction and the second electric coupler retraction instruction, the whole vehicle simulation unit determines whether the first electric coupler retraction instruction and the second electric coupler retraction instruction are both issued by the urban rail train vehicle signal system, and if so, simulates disconnecting the electric coupler of the first vehicle assembly and the electric coupler of the second vehicle assembly, and simulates releasing the electrical coupling between the first vehicle assembly and the second vehicle assembly.

[0015] In some of the embodiments, after the electrical coupling is released, the first vehicle set simulation unit calculates the electrical characteristics of the simulated operation of the first vehicle set and stops calculating the vehicle characteristics of the simulated operation of the first vehicle set; the second vehicle set simulation unit calculates the electrical characteristics of the simulated operation of the second vehicle set and stops calculating the vehicle characteristics of the simulated operation of the second vehicle set; the whole vehicle simulation unit calculates the mechanical characteristics of the whole vehicle and stops calculating the electrical characteristics of the whole vehicle.

[0016] In some embodiments, the first instruction information includes a first mechanical coupler retraction instruction, and the second instruction information includes a second mechanical coupler retraction instruction; after receiving the first mechanical coupler retraction instruction and the second mechanical coupler retraction instruction, the whole vehicle simulation unit determines whether the first mechanical coupler retraction instruction and the second mechanical coupler retraction instruction are both issued by the urban rail train vehicle signal system, and if so, simulates disconnecting the mechanical coupler of the first vehicle assembly and the mechanical coupler of the second vehicle assembly, and simulates the first vehicle assembly and the second vehicle assembly to release the mechanical coupling.

[0017] In some of these embodiments, after the mechanical coupling is released, the first formation vehicle simulation unit calculates the vehicle characteristics of the electrical characteristics of the first formation vehicle during simulated operation; the second formation vehicle simulation unit calculates the electrical characteristics and vehicle characteristics of the second formation vehicle during simulated operation; and the whole vehicle simulation unit stops calculating the mechanical characteristics and electrical characteristics of the whole vehicle.

[0018] In some of these embodiments, during the initialization process, both the first formation vehicle simulation unit and the second formation vehicle simulation unit generate the train information of the first formation vehicle and the train information of the second formation vehicle respectively according to the configuration file.

[0019] Compared with the related art, a simulation system for urban rail train formations provided by the embodiments of the present application can, by judging the train coupling state in real time, simulate the different vehicle characteristics and electrical characteristics of the vehicles before and after coupling, and simulate the coupling and decoupling operations of two vehicles, solve the problem of low simulation degree of flexible formation, realize the coupling and decoupling of trains with different formations, cover multi-scenario simulations, and improve the generality and flexibility of the code.

[0020] 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 comprehensible. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings described herein are used to provide a further understanding of the present application and form a part of the present application. The illustrative embodiments and descriptions thereof 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:

[0022] Figure 1 is a structural block diagram of a simulation system for urban rail train formations according to an embodiment of the present application;

[0023] Figure 2 is a structural block diagram of a simulation system for urban rail train formations according to an embodiment of the present application;

[0024] Figure 3 is a structural block diagram of a simulation system for urban rail train formations according to an embodiment of the present application;

[0025] Figure 4 is a structural block diagram of a simulation system for urban rail train formations according to an embodiment of the present application;

[0026] Figure 5 is a structural block diagram of a simulation system for urban rail train formations according to an embodiment of the present application;

[0027] Figure 6 is a structural block diagram of a simulation system for urban rail train formations according to an embodiment of the present application;

[0028] Figure 7 is a structural block diagram of a simulation system for the formation of urban rail train vehicles according to an embodiment of the present application;

[0029] Figure 8 is a structural block diagram of a simulation system for the formation of urban rail train vehicles according to an embodiment of the present application;

[0030] Figure 9 is a schematic diagram of the simulation operation of a single - formation train in a simulation system for the formation of urban rail train vehicles according to an embodiment of the present application.

[0031] In the figure:

[0032] 101, urban rail train vehicle signal system; 102, first formation vehicle simulation unit; 1021, first operation thread; 1022, first communication thread; 103, second formation vehicle simulation unit; 1031, second operation thread; 1032, second communication thread; 104, vehicle - whole simulation unit; 1041, coupling thread; 201, first formation vehicle simulation calculation module before coupling; 301, second formation vehicle simulation calculation module before coupling; 401, vehicle simulation calculation module of the whole train after coupling; 501, first vehicle characteristic calculation simulation module; 502, first electrical characteristic calculation simulation module; 503, first head - and - tail position calculation simulation module; 504, first external interaction simulation module; 601, second vehicle characteristic calculation simulation module; 602, second electrical characteristic calculation simulation module; 603, second head - and - tail position calculation simulation module; 604, second external interaction simulation module; 701, coupling state judgment module; 702, vehicle - whole mechanical characteristic calculation simulation module; 703, vehicle - whole electrical characteristic calculation simulation module; 801, first line calculation module; 802, first communication module; 803, second communication module; 804, first vehicle basic parameter initialization module; 805, third vehicle basic parameter initialization module; 806, second vehicle basic parameter initialization module; 807, signal interaction mapping module; 808, second line calculation module; 809, fifth communication module; 810, sixth communication module; 811, fourth communication module; 812, third communication module; 813, real vehicle - mounted and track - side equipment of the signal system; 814, semi - physical communication I / O simulation tooling and speed measurement platform; 815, Train1 signal system equipment; 816, Train2 signal system equipment. Specific implementation manners

[0033] In order to make the objectives, technical solutions and advantages of this application more clear and understandable, the following describes and explains this application in combination with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not used to limit this application. Based on the embodiments provided in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of this application.

[0034] Obviously, the accompanying drawings in the following description are only some examples or embodiments of this application. For those of ordinary skill in the art, without creative efforts, this 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 lengthy, for those of ordinary skill in the art related to the content disclosed in this application, some designs, manufacturing or production changes made on the basis of the technical content disclosed in this application are only conventional technical means and should not be understood as the content disclosed in this application being insufficient.

[0035] Referring to "embodiment" in this application means that the specific features, structures or characteristics described in connection with the embodiment may be included in at least one embodiment of this application. The appearance of this phrase 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. It is explicitly and implicitly understood by those of ordinary skill in the art that the embodiments described in this application can be combined with other embodiments without conflict.

[0036] 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 pertains. The words such as "a", "an", "one kind", "the" and the like involved in this application do not indicate a quantity limitation 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 steps or units not listed, 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 sorting of the objects.

[0037] The research and development of the signal system relies on simulation test tools, which can provide a real vehicle test platform simulation environment for the signal system, enabling the signal system to conduct more sufficient and perfect single-system tests, and discovering and solving problems in advance. As a key core technology of the new-generation TACS signal system, the research and development of the full-automatic flexible formation technology often requires a longer cycle of test platform tests. Establishing a set of vehicle simulation software applicable to the signal system with flexible formation technology is of great significance for the research and development and testing of the signal system.

[0038] Currently, there is already train running simulation software in the existing technology that verifies the functions of the on-vehicle controller and the ground controller of the signal system, realizing the closed-loop control of the car control command - train acceleration - train speed - running mileage - train position of a single vehicle. However, the simulation of flexible formation trains requires simulating the changes in vehicle characteristics and various scenarios of coupling or decoupling. For different coupling methods, the corresponding signal penetration methods, basic vehicle characteristics, and electrical characteristics are all different, and the simulation degree of flexible formation in the existing technology is low.

[0039] To solve the above problems, this embodiment provides a simulation system for urban rail train formation. Figure 1 It is the structural block diagram of the simulation system for urban rail train formation according to the embodiment of the present application, as Figure 1As shown, the simulation system communicates with the vehicle signal system 101 of the urban rail train. The vehicle signal system 101 of the urban rail train includes a first formation of vehicles and a second formation of vehicles, and is characterized in that it includes:

[0040] The first formation vehicle simulation unit 102 includes a first operation thread 1021 and a first communication thread 1022. The first communication thread 1022 is used to communicate with the first formation of vehicles, receive the first instruction information and the position information of the first formation vehicle train. The first operation thread 1021 obtains the first instruction information and the position information of the first formation vehicle train via the first communication thread 1022, calculates the vehicle characteristics and electrical characteristics of the first formation vehicle during simulation operation, and is used for the single-formation simulation operation of the first formation vehicle.

[0041] The second formation vehicle simulation unit 103 includes a second operation thread 1031 and a second communication thread 1032. The second communication thread 1032 is used to communicate with the second formation of vehicles, receive the second instruction information and the position information of the second formation vehicle train. The second operation thread 1031 obtains the second instruction information and the position information of the second formation vehicle train via the second communication thread 1032, calculates the vehicle characteristics and electrical characteristics of the second formation vehicle during simulation operation, and is used for the single-formation simulation operation of the second formation vehicle.

[0042] The whole vehicle simulation unit 104 communicates with the first formation vehicle simulation unit 102 and the second formation vehicle simulation unit 103, receives the first instruction information, the second instruction information, the position information of the first formation vehicle train and the position information of the second formation vehicle train, and simulates the mechanical coupling and electrical coupling of the first formation vehicle and the second formation vehicle according to the first instruction information and the second instruction information. According to the first instruction information, the second instruction information, the position information of the first formation vehicle train and the position information of the second formation vehicle train, calculate the mechanical characteristics and electrical characteristics of the whole vehicle, and are used for the multi-formation simulation operation after the first formation vehicle and the second formation vehicle are coupled.

[0043] The simulation system is based on a multi-threaded architecture, simulating single-formation operation and multi-formation operation respectively. It can not only independently simulate the operation state of a single formation of vehicles, but also support the simulation of multiple formations coupled together, making the system have stronger scalability.

[0044] During operation, the simulation unit of each formation independently calculates its vehicle characteristics and electrical characteristics, while the whole vehicle simulation unit 104 is responsible for overall simulation in the multi-formation mode. During the single-formation simulation process, an architecture with separate operation threads and communication threads is adopted, which improves the real-time performance and stability of data processing. The setting of the whole vehicle simulation unit 104 enables the mechanical coupling and electrical coupling processes of the entire formation to be accurately simulated, providing reliable data support for train dispatching and operation control.

[0045] By communicating with the urban rail train signal system, the system can obtain the position information and instructions of each formation in real time, and perform simulation calculations based on this information, so as to provide accurate simulation of the operation of formation trains.

[0046] The functions of the first formation vehicle simulation unit 102 and the second formation vehicle simulation unit 103 are to simulate the operation of a single formation train and achieve signal interaction with external signal devices. The function of the whole vehicle simulation unit 104 is to judge the train coupling state and perform mechanical characteristic calculation and electrical characteristic logic operation during the operation of a multi-formation train after coupling.

[0047] The first operation thread 1021 and the second operation thread 1031 perform calculations on the vehicle characteristics and electrical characteristics of their respective trains, execute software algorithms and functional logics, are used to maintain the operation of a single train, and achieve functions such as train dynamics calculation, speed calculation, and position calculation, accept input instructions from the signal system and return corresponding status judgments.

[0048] The communication thread executes information exchange with external devices through steps such as data reception, parsing, packet assembly, and sending, receives train control instructions from the signal system device, and sends the vehicle status and feedback to the signal device. The train control instructions include train position, speed, etc. The communication thread sends the instruction information obtained from the signal system to the calculation thread for vehicle characteristic dynamics calculation and line calculation, and performs vehicle electrical state judgment. The calculation thread feeds back the status obtained from the vehicle calculation to the communication thread, and then the communication thread assembles the packet according to the communication protocol with external devices and sends it to the external signal system device.

[0049] The instruction information includes, but is not limited to, real-time data obtained from on-vehicle signals, trackside equipment, and other systems, such as traction and braking reference values, train forward and backward directions, train operation modes and other train control operation instructions, as well as electrical control instructions such as active end, door control, key signal, and emergency braking instruction.

[0050] The line calculation includes, but is not limited to, calculating the force on the train according to external conditions such as line resistance and train load, and calculating the train acceleration, speed, and position information.

[0051] The vehicle electrical state judgment includes, but is not limited to, the active state of the train head, the emergency braking state, the holding braking state, the door opening and closing state, etc.

[0052] In some of these embodiments, the position information of the first formation vehicle train includes the real-time position of the first formation vehicle, the position information of the second formation vehicle train includes the real-time position of the second formation vehicle, the first instruction information includes a first coupling instruction, and the second instruction information includes a second coupling instruction. After receiving the first coupling instruction and the second coupling instruction, the vehicle simulation unit 104 simulates the mechanical coupling of the first formation vehicle and the second formation vehicle, and determines whether the distance between the rear of the first formation vehicle and the front of the second formation vehicle is less than a preset value based on the real-time position of the first formation vehicle and the real-time position of the second formation vehicle. If so, the mechanical coupling is completed.

[0053] During the simulation process, the vehicle simulation unit 104 calculates the relative position between formations through real-time position data and compares it with the set coupling threshold. If the conditions are met, the system simulates the process of mechanical coupling, including steps such as coupler contact and locking. Through the calculation of real-time position information, the accuracy and reliability of the mechanical coupling simulation are ensured. The dynamic distance judgment improves the adaptability of the simulation system to different operating conditions. It is applicable to different vehicle type formations of urban rail trains, improving the versatility of the simulation system.

[0054] In some of these embodiments, in the case where the mechanical coupling is completed and the electrical coupling is not completed, the first formation vehicle simulation unit 102 stops calculating the vehicle characteristics of the first formation vehicle during simulation operation and calculates the electrical characteristics of the first formation vehicle during simulation operation. The second formation vehicle simulation unit 103 stops calculating the vehicle characteristics of the second formation vehicle during simulation operation and calculates the electrical characteristics of the second formation vehicle during simulation operation. The vehicle simulation unit 104 calculates the vehicle's mechanical characteristics.

[0055] After the mechanical coupling is completed, the train formation still needs to complete the electrical coupling before it can operate officially. At this time, the simulation system adjusts the calculation content to enable each unit to focus on the electrical characteristic calculation in order to accurately simulate the working state of the electrical system after coupling. The vehicle simulation unit 104 continues to track the mechanical characteristics to ensure the integrity of the simulation. This can avoid unnecessary repeated calculations, improve the simulation efficiency, make the simulation closer to the actual train operation state, and improve the system accuracy.

[0056] In some of these embodiments, the first instruction information includes a first electrical coupler extension instruction, and the second instruction information includes a second electrical coupler extension instruction. After receiving the first electrical coupler extension instruction and the second electrical coupler extension instruction, the vehicle simulation unit 104 simulates the electrical coupling of the first formation vehicle and the second formation vehicle, and determines whether both the first formation vehicle and the second formation vehicle have passed the self-check successfully and whether both the first electrical coupler extension instruction and the second electrical coupler extension instruction are issued by the vehicle signal system 101 of the urban rail train. If so, it is determined that the electrical coupling is completed.

[0057] The electrical coupling process involves automatic detection and circuit connection simulation. The system determines the coupling state based on the status of the electrical coupler and the instructions of the signal system to ensure the safety and accuracy of the entire coupling process. A self-check mechanism is set up to ensure the reliability of the electrical coupling, avoid simulation failure caused by incorrect instructions, ensure data integrity, further improve the automation level of the system, and reduce human intervention.

[0058] In some of these embodiments, when the simulation of mechanical coupling and electrical coupling is completed, the first formation vehicle simulation unit 102 stops calculating the vehicle characteristics and electrical characteristics of the first formation vehicle during simulation operation. The second formation vehicle simulation unit 103 stops calculating the vehicle characteristics and electrical characteristics of the second formation vehicle during simulation operation. The whole vehicle simulation unit 104 calculates the mechanical characteristics and electrical characteristics of the whole vehicle.

[0059] After the simulation train formation completes mechanical coupling and motor coupling, the system optimizes the calculation tasks, and the whole vehicle simulation unit 104 takes over the overall simulation uniformly, reducing the distributed calculation burden, further reducing resource occupancy, and improving the simulation efficiency. Calculations are performed using the data of the whole vehicle to ensure data consistency, making the running state of the whole vehicle conform to the actual situation, thereby enhancing the multi-formation simulation ability and supporting more complex train formation simulations.

[0060] The whole vehicle simulation unit 104 is used to judge the train coupling state and calculate the mechanical characteristics and electrical characteristics during the operation of the multi-formation train after coupling. The whole vehicle simulation unit 104 includes a coupling thread 1041. The coupling thread 1041 adopts a state machine framework, and a queue receiving module, a coupling state judging module 701, a whole vehicle mechanical characteristic calculation and simulation module 702, a whole vehicle electrical characteristic calculation and simulation module 703, and a queue sending module are set in the state machine framework. Data interaction and synchronization with the first communication thread 1022 and the second communication thread 1032 are realized through the queue receiving module and the queue sending module. Each loop of the coupling thread 1041 executes the queue receiving module, the queue sending module, and the coupling state judging module 701, and selects whether to execute the whole vehicle mechanical characteristic calculation and simulation module 702 and the whole vehicle electrical characteristic calculation and simulation module 703 according to the coupling state judgment result. When the vehicle is not coupled, the above modules are not executed. When the vehicle is mechanically coupled, only the whole vehicle mechanical characteristic calculation and simulation module 702 is executed. When the electrical coupling is performed, the whole vehicle mechanical characteristic calculation and simulation module 702 and the whole vehicle electrical characteristic calculation and simulation module 703 are executed sequentially.

[0061] The whole vehicle simulation unit 104 determines the positions of the first formation vehicles and the second formation vehicles and the instructions related to the coupling operation in real time. After determining the coupling, the functional modules related to electrical characteristics and vehicle characteristics in the first operation thread 1021 and the second operation thread 1031 stop calculating, and the electrical characteristics and vehicle characteristics calculation module in the coupling thread 1041 of the whole vehicle simulation unit 104 calculates the operation of the whole vehicle after coupling. The first formation vehicle simulation unit 102 and the second formation vehicle simulation unit 103 only perform position calculations.

[0062] The first communication thread 1022 and the second communication thread 1032 send the vehicle state to the coupling thread 1041 of the whole vehicle simulation unit 104, and the whole vehicle simulation unit 104 determines the vehicle coupling state based on this.

[0063] In some of the embodiments, the first instruction information includes a first electrical coupler retraction instruction, and the second instruction information includes a second electrical coupler retraction instruction. After receiving the first electrical coupler retraction instruction and the second electrical coupler retraction instruction, the whole vehicle simulation unit 104 determines whether both the first electrical coupler retraction instruction and the second electrical coupler retraction instruction are issued by the urban rail train vehicle signal system 101. If so, it simulates disconnecting the electrical couplers of the first formation vehicles and the second formation vehicles, and simulates the release of the electrical coupling between the first formation vehicles and the second formation vehicles.

[0064] The simulation of the disconnection of the electrical coupling depends on the instructions of the signal system. The simulation unit determines whether the release conditions are met through instruction comparison and circuit state detection to ensure the simulation accuracy. This can ensure the safe release of the electrical coupling and avoid misoperation. By adopting a signal comparison mechanism, the reliability of the simulation data is improved, which is applicable to the electrical coupling simulation of different vehicle type formations.

[0065] In some of the embodiments, after releasing the electrical coupling, the first formation vehicle simulation unit 102 calculates the electrical characteristics of the first formation vehicle during simulated operation and stops calculating the vehicle characteristics of the first formation vehicle during simulated operation. The second formation vehicle simulation unit 103 calculates the electrical characteristics of the second formation vehicle during simulated operation and stops calculating the vehicle characteristics of the second formation vehicle during simulated operation. The whole vehicle simulation unit 104 calculates the mechanical characteristics of the whole vehicle and stops calculating the electrical characteristics of the whole vehicle.

[0066] After the electrical coupling is released, each formation vehicle needs to recalculate the electrical characteristics required for independent operation, while the vehicle characteristics calculation is suspended at this stage to simulate the single formation operation state after disconnection. The whole vehicle simulation unit 104 no longer cares about the electrical characteristics of the whole vehicle, but only tracks the mechanical characteristics to ensure the integrity of the coupling disconnection process. This can not only accurately simulate the running state of the train after the electrical coupling is released, but also dynamically adjust the calculation tasks to improve the real-time performance and calculation efficiency of the simulation system.

[0067] In some of these embodiments, the first instruction information includes a first mechanical coupler retraction instruction, and the second instruction information includes a second mechanical coupler retraction instruction. After receiving the first mechanical coupler retraction instruction and the second mechanical coupler retraction instruction, the vehicle simulation unit 104 determines whether both the first mechanical coupler retraction instruction and the second mechanical coupler retraction instruction are issued by the urban rail train vehicle signal system 101. If so, it simulates disconnecting the mechanical couplers of the first formation vehicle and the second formation vehicle, and simulates the first formation vehicle and the second formation vehicle releasing the mechanical connection.

[0068] The retraction process of the mechanical coupler needs to ensure the correct relative positions of the two trains and can only be executed after receiving a valid instruction to ensure the safety of releasing the mechanical connection and avoid mis-triggering. The vehicle simulation unit 104 determines whether the mechanical coupler meets the retraction conditions through a signal comparison mechanism and simulates the process of the coupler retraction to improve the accuracy of the simulation data.

[0069] In some of these embodiments, after releasing the mechanical connection, the first formation vehicle simulation unit 102 calculates the vehicle characteristics of the electrical characteristics of the first formation vehicle during simulated operation. The second formation vehicle simulation unit 103 calculates the electrical characteristics and vehicle characteristics of the second formation vehicle during simulated operation. The vehicle simulation unit 104 stops calculating the overall vehicle mechanical characteristics and the overall vehicle electrical characteristics.

[0070] After the mechanical connection is released, each formation vehicle resumes an independent operating state, and calculates its electrical characteristics and vehicle characteristics separately to ensure that the train resumes normal simulation operation in a single formation. The vehicle simulation unit 104 no longer calculates the overall vehicle parameters at this stage, but allows each formation to operate independently to improve the calculation efficiency and reduce unnecessary calculation burdens.

[0071] In some of these embodiments, during the initialization process, both the first formation vehicle simulation unit 102 and the second formation vehicle simulation unit 103 generate the train information of the first formation vehicle and the train information of the second formation vehicle respectively according to the configuration file.

[0072] When the simulation system starts, the simulation units of each formation vehicle need to load relevant information from the configuration file to build a complete train model. This process ensures that the simulation system can adapt to different types of urban rail trains, reduces manual input errors, and improves system stability.

[0073] The train information of the first formation vehicle and the train information of the second formation vehicle can be used to calculate the electrical characteristics and vehicle characteristics in the single formation state, and calculate the overall vehicle mechanical characteristics and the overall vehicle electrical characteristics in the multi-formation state.

[0074] Such as Figures 2 - 8As shown, the vehicle signal system 101 of the urban rail train can be set as the real on-vehicle and trackside equipment 813 of the signal system. The real on-vehicle and trackside equipment 813 of the signal system includes the real on-vehicle and trackside equipment 814 of the signal system, the Train1 signal system equipment 815, and the Train2 signal system equipment 816. Both the Train1 signal system equipment 815 and the Train2 signal system equipment 816 are provided with components or systems related to the automatic train operation system, the automatic train protection system, the auxiliary driving equipment or the sleep / wake-up module, and communication.

[0075] The first operation thread 1021 of the first formation vehicle simulation unit 102 includes a first formation vehicle simulation calculation module 201 before coupling, which has a single vehicle software algorithm and functional logic, and software external interaction functions. The first formation vehicle simulation calculation module 201 before coupling includes a first vehicle characteristic calculation simulation module 501, a first electrical characteristic calculation simulation module 502, a first head and tail position calculation simulation module 503, and a first external interaction simulation module 504.

[0076] The first vehicle characteristic calculation simulation module 501 is used to perform, including but not limited to, traction calculation, resistance calculation, braking force calculation, and multi-particle train dynamics calculation.

[0077] The first electrical characteristic calculation simulation module 502 is used to perform, including but not limited to, zero speed judgment, EB judgment, running direction judgment, activation end judgment, and traction permission judgment.

[0078] The first operation thread 1021 of the first formation vehicle simulation unit 102 further includes a first line calculation module 801, which is used to perform, including but not limited to, turnout state calculation, train position calculation, ramp and curve calculation, kilometer post calculation, and route judgment.

[0079] The first formation vehicle simulation unit 102 further includes a first vehicle basic parameter initialization module 804, which generates the train information of the first formation vehicle based on the configuration file.

[0080] The first communication thread 1022 of the first formation vehicle simulation unit 102 includes a first communication module 802, which communicates with the Train1 signal system equipment 815. This module communicates with the Train1 signal system equipment 815 through the real on-vehicle and trackside equipment 814 of the signal system. The first communication module 802 is used to perform, including but not limited to, port initialization, data sending and receiving, status packetizing, instruction parsing, and equipment offline judgment.

[0081] The first communication thread 1022 of the first formation vehicle simulation unit 102 further includes a second communication module 803, which communicates with the vehicle whole simulation unit 104. The second communication module 803 is used to perform, including but not limited to, sending variables into the queue and receiving variables out of the queue.

[0082] The first operation thread 1021 interacts with the first communication thread 1022 to exchange the first grouped vehicle status feedback and the received signal instruction summary table.

[0083] The second operation thread 1031 of the second grouped vehicle simulation unit 103 includes a second grouped vehicle simulation calculation module 301 before coupling, which has a single vehicle software algorithm and functional logic, and a software external interaction function. The second grouped vehicle simulation calculation module 301 before coupling includes a second vehicle characteristic calculation simulation module 601, a second electrical characteristic calculation simulation module 602, a second head and tail position calculation simulation module 603, and a second external interaction simulation module 604.

[0084] The second vehicle characteristic calculation simulation module 601 is used to perform calculations including but not limited to traction calculation, resistance calculation, braking force calculation, and multi-particle train dynamics calculation.

[0085] The second electrical characteristic calculation simulation module 602 is used to perform operations including but not limited to zero speed judgment, EB judgment, running direction judgment, active end judgment, and traction permission judgment.

[0086] The second operation thread 1031 of the second grouped vehicle simulation unit 103 further includes a second line calculation module 808, which is used to perform operations including but not limited to turnout status calculation, train position calculation, ramp and curve calculation, kilometer marker calculation, and route judgment.

[0087] The second grouped vehicle simulation unit 103 further includes a second vehicle basic parameter initialization module 806, which generates the train information of the second grouped vehicle based on the configuration file.

[0088] The second communication thread 1032 of the second grouped vehicle simulation unit 103 includes a third communication module 812, which communicates with the Train2 signal system device 816. This module passes through the real on-vehicle and trackside equipment 814 of the signal system and communicates with the Train2 signal system device 816. The third communication module 812 is used to perform operations including but not limited to port initialization, data sending and receiving, status packetization, instruction parsing, and equipment offline judgment.

[0089] The second communication thread 1032 of the second grouped vehicle simulation unit 103 further includes a fourth communication module 811, which communicates with the vehicle whole simulation unit 104. The fourth communication module 811 is used to perform operations including but not limited to sending variables into the queue and receiving variables out of the queue.

[0090] The second operation thread 1031 interacts with the second communication thread 1032 to exchange the second grouped vehicle status feedback and the received signal instruction summary table.

[0091] The coupling thread 1041 of the vehicle simulation unit 104 includes a vehicle simulation calculation module 401 for the entire train after coupling, and this module includes, but is not limited to, a coupling state judgment module 701, a vehicle mechanical characteristic calculation and simulation module 702, and a vehicle electrical characteristic calculation and simulation module 703.

[0092] The vehicle mechanical characteristic calculation and simulation module 702 is used to perform, including but not limited to, traction calculation, resistance calculation, braking force calculation, and multi-particle train dynamics calculation.

[0093] The vehicle electrical characteristic calculation and simulation module 703 is used to perform, including but not limited to, zero speed judgment, EB judgment, running direction judgment, activation end judgment, and traction permission judgment.

[0094] The coupling thread 1041 of the vehicle simulation unit 104 further includes a third vehicle basic parameter initialization module 805, which is used to obtain the vehicle parameter information of the entire vehicle.

[0095] The coupling thread 1041 of the vehicle simulation unit 104 further includes a signal interaction mapping module 807. This module includes a fifth communication module 809 and a sixth communication module 810. The fifth communication module 809 is used to communicate with the second communication module 803 and transfer information through a queue. The sixth communication module 810 is used to communicate with the fourth communication module 811 and transfer information through a queue.

[0096] The simulation system for the formation of urban rail train vehicles adapts to the vehicle simulation software for flexible formation urban rail trains. The first formation vehicle simulation unit 102 and the second formation vehicle simulation unit 103 respectively send the received vehicle status and signal system commands to the vehicle simulation unit 104 through queues. The first formation vehicle simulation unit 102 includes a first operation thread 1021 and a first communication thread 1022. The first operation thread 1021 executes software algorithms and functional logics. The first communication thread 1022 executes the external interaction of the software. The second formation vehicle simulation unit 103 includes a second operation thread 1031 and a second communication thread 1032. The second operation thread 1031 executes software algorithms and functional logics. The second communication thread 1032 executes the external interaction of the software. The first communication thread 1022 and the first operation thread 1021 perform data interaction and synchronization through a queue. The second communication thread 1032 and the second operation thread 1031 perform data interaction and synchronization through a queue.

[0097] The vehicle simulation unit 104 adopts a state machine framework and determines the specific module to be executed according to the coupling state.

[0098] Specifically, the coupling state determination module 701 can determine the current coupling state of the vehicle according to the signals transmitted by the first communication thread 1022 and the second communication thread 1032, and feedback this state to the first formation vehicle simulation unit 102 and the second formation vehicle simulation unit 103. Whether to calculate the mechanical characteristics of the whole vehicle and the electrical characteristics of the whole vehicle after coupling, as well as the through mode of the signals at the head and tail ends, is determined according to different coupling states. The head and tail of the whole vehicle are the head of the first formation vehicle and the tail of the second formation vehicle, and their positions are calculated by the first formation vehicle simulation unit 102 and the second formation vehicle simulation unit 103.

[0099] Read the configuration file to generate basic vehicle information such as the number of vehicle formations, vehicle length, load, and head orientation, as well as configurations such as the external interactive communication IP.

[0100] During the initialization of the first formation vehicle simulation unit 102 and the second formation vehicle simulation unit 103, the number of formations of the first formation vehicle and the second formation vehicle is determined by reading the configuration file once. The basic vehicle information such as the final number of formations of the whole vehicle is determined by integration in the whole vehicle simulation unit 104.

[0101] This application also provides a coupling simulation process for a coupling simulation system of urban rail train vehicle formations. The process includes:

[0102] S101. The first communication thread 1022 and the second communication thread 1032 receive the decoupling working condition request instruction or the coupled working condition request instruction from the real on-vehicle and trackside equipment 813 of the signal system, and send the request instruction to the whole vehicle simulation unit 104 through the queue. The coupling thread 1041 of the whole vehicle simulation unit 104 makes a judgment based on the received instruction, differentiates the decoupling vehicle from the coupled vehicle, and uses it as the start flag of the coupling operation for the two vehicles. Once this signal is triggered, it is always high until a decoupling command is received, which is used as the termination flag of the coupling operation. After the coupling operation terminates, the decoupling vehicle and the coupled vehicle are no longer differentiated.

[0103] S102. During the mechanical coupling simulation, simulate the low-speed collision contact between the first formation vehicle and the second formation vehicle, and automatically complete the mechanical hook coupling. The first communication thread 1022 and the second communication thread 1032 send the train position to the coupling thread 1041 of the whole vehicle simulation unit 104 through the queue in real time. In the whole vehicle simulation unit 104, compare the real-time positions of the two vehicles sent by the first communication thread 1022 and the second communication thread 1032. When the distance between the head and tail is less than the preset distance, it is determined at this time that the mechanical coupling simulation is automatically completed.

[0104] S103. After the mechanical coupler simulation is completed, the coupler thread 1041 of the vehicle simulation unit 104 sends the coupler status judgment result back to the first communication thread 1022 and the second communication thread 1032 through the queue. At this time, the train is mechanically coupled as one vehicle, but the electrical characteristics remain those of two vehicles. The first vehicle characteristic calculation and simulation module 501 in the first operation thread 1021 and the second vehicle characteristic calculation and simulation module 601 in the second operation thread 1031 stop calculating, and the vehicle mechanical characteristic calculation and simulation module 702 in the coupler thread 1041 starts calculating.

[0105] S104. The first communication thread 1022 and the second communication thread 1032 receive the train self-check status and the electrical coupler extension instruction from the real on-vehicle and trackside equipment 813 of the signal system, and send the instruction to the vehicle simulation unit 104 through the queue. The coupler thread 1041 makes a judgment based on the received instruction. If the first formation vehicle and the second formation vehicle pass the self-check and the signal system sends an electrical coupler extension instruction, it is judged that the electrical coupling is completed.

[0106] S105. After the electrical coupling is completed, the coupler thread 1041 sends the coupler status judgment result back to the first communication thread 1022 and the second communication thread 1032 through the queue. At this time, the train is coupled as one vehicle both electrically and mechanically. The first vehicle characteristic calculation and simulation module 501, the first electrical characteristic calculation and simulation module 502 in the first operation thread 1021, the second vehicle characteristic calculation and simulation module 601, and the second electrical characteristic calculation and simulation module 603 in the second operation thread 1031 all stop calculating. The vehicle mechanical characteristic calculation and simulation module 702 and the vehicle electrical characteristic calculation and simulation module 703 in the coupler thread 1041 start running to achieve the coupled operation of the whole vehicle. Otherwise, it still maintains the mechanical coupling state, and the vehicle mechanical characteristic calculation and simulation module 702 is executed, and the electrical characteristic calculation is still carried out separately for each single-formation train.

[0107] This application also provides a decoupling simulation process for the simulation system of the urban rail train vehicle formation. The process includes:

[0108] S106. The first communication thread 1022 and the second communication thread 1032 receive the train electrical coupler retraction instruction from the real on-vehicle and trackside equipment 813 of the signal system, and send the received instruction to the vehicle simulation unit 104 through the queue. In the electrical coupling state, the coupler thread 1041 of the vehicle simulation unit 104 keeps judging whether the signal system sends an electrical coupler retraction instruction to perform the decoupling of the electrical coupler. Otherwise, it still maintains the electrical coupling state.

[0109] S107. After the electrical coupler is disengaged, the coupling thread 1041 sends the coupling state judgment result back to the first communication thread 1022 and the second communication thread 1032 through the queue. At this time, the electrical characteristics of the train become those of two vehicles, but mechanically, the train is still in the mechanically coupled state. The whole vehicle electrical characteristic calculation and simulation module 703 in the coupling thread 1041 stops working, and the whole vehicle mechanical characteristic calculation and simulation module 702 continues to execute. The first electrical characteristic calculation and simulation module 502 in the first operation thread 1021 and the second electrical characteristic calculation and simulation module 603 in the second operation thread 1031 perform calculations respectively.

[0110] S108. The first communication thread 1022 and the second communication thread 1032 receive the train mechanical hook retraction instruction from the real on-vehicle and trackside equipment 813 of the signal system and perform the corresponding mechanical hook disengagement operation. The train is uncoupled into two vehicles; otherwise, it remains in the mechanically coupled state.

[0111] S109. After the mechanical hook is disengaged, the coupling thread 1041 sends the coupling state judgment result back to the first communication thread 1022 and the second communication thread 1032 through the queue. At this time, both the vehicle mechanical characteristics and electrical characteristics of the train become those of two vehicles. Both the whole vehicle electrical characteristic calculation and simulation module 703 and the whole vehicle mechanical characteristic calculation and simulation module 702 in the coupling thread 1041 stop working. The first vehicle characteristic calculation and simulation module 501, the first electrical characteristic calculation and simulation module 502 in the first operation thread 1021, the second vehicle characteristic calculation and simulation module 601, and the second electrical characteristic calculation and simulation module 603 in the second operation thread 1031 perform relevant calculations respectively to realize the simulation operation of the two vehicles.

[0112] As Figure 9 shown, during the simulation operation of a single - formation train, the simulation cab and the signal system send train control instructions to the network system or the simulation modules related to vehicle electricity. The network system or the simulation modules related to vehicle electricity distribute the traction force and braking force to the traction system and the braking system respectively. The traction and braking application values are calculated through the traction system and the braking system and are used for dynamic calculation. The train speed obtained through dynamic calculation is fed back to the traction system, the braking system, and the signal system, and the cumulative displacement of the train is calculated for track calculation. The train position obtained through track calculation is fed back to the dynamic calculation and is sent to the traction system and the signal system.

[0113] It should be noted that the above - mentioned each module can be a functional module or a program module, and can be implemented either by software or by hardware. For the modules implemented by hardware, the above - mentioned each module can be located in the same processor; or the above - mentioned each module can also be located in different processors in any combined form.

[0114] 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-described 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 described in this specification.

[0115] 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 deformations 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 system for urban rail train vehicle marshaling, wherein the simulation system communicates with an urban rail train vehicle signal system, wherein the urban rail train vehicle signal system comprises a first marshaling vehicle and a second marshaling vehicle, wherein: include: The first vehicle assembly simulation unit includes a first computing thread and a first communication thread, wherein the first communication thread is used to communicate with the first vehicle assembly to receive first instruction information and position information of the first vehicle assembly train; The first computing thread obtains the first instruction information and the position information of the first vehicle train through the first communication thread, and calculates the vehicle characteristics and electrical characteristics of the first vehicle train simulation operation for the first vehicle train single simulation operation; The second vehicle assembly simulation unit includes a second computing thread and a second communication thread, wherein the second communication thread is used to communicate with the second vehicle assembly to receive second instruction information and position information of the second vehicle assembly train; The second operation thread obtains the second instruction information and the position information of the second vehicle train through the second communication thread, and calculates the vehicle characteristics and electrical characteristics of the second vehicle train simulation operation for the second vehicle train single unit simulation operation; The whole vehicle simulation unit communicates with the first vehicle simulation unit and the second vehicle simulation unit, receives the first instruction information, the second instruction information, the position information of the first vehicle train and the position information of the second vehicle train, simulates the mechanical coupling and electrical coupling of the first vehicle train and the second vehicle train according to the first instruction information and the second instruction information; calculates the whole vehicle mechanical characteristics and the whole vehicle electrical characteristics according to the first instruction information, the second instruction information, the position information of the first vehicle train and the position information of the second vehicle train, for multi-unit simulation operation after the first vehicle train and the second vehicle train are coupled.

2. The simulation system for urban rail train vehicle formation according to claim 1, characterized in that: The position information of the first vehicle train includes the real-time position of the first vehicle train, the position information of the second vehicle train includes the real-time position of the second vehicle train, the first instruction information includes the first coupling instruction, and the second instruction information includes the second coupling instruction; after receiving the first coupling instruction and the second coupling instruction, the whole vehicle simulation unit simulates the mechanical coupling of the first vehicle train and the second vehicle train, and determines whether the distance between the rear of the first vehicle train and the front of the second vehicle train is less than a preset value according to the real-time position of the first vehicle train and the real-time position of the second vehicle train. If so, the mechanical coupling is completed.

3. The simulation system for urban rail train vehicle formation according to claim 2, characterized in that: When the simulated mechanical coupling is completed but the electrical coupling is not completed, the first vehicle simulation unit stops calculating the vehicle characteristics of the simulated operation of the first vehicle and calculates the electrical characteristics of the simulated operation of the first vehicle; the second vehicle simulation unit stops calculating the vehicle characteristics of the simulated operation of the second vehicle and calculates the electrical characteristics of the simulated operation of the second vehicle; The whole vehicle simulation unit calculates the mechanical characteristics of the whole vehicle.

4. The simulation system for urban rail train vehicle formation according to claim 1, characterized in that: The first instruction information includes a first electric coupler extension instruction, and the second instruction information includes a second electric coupler extension instruction. After receiving the first electric coupler extension instruction and the second electric coupler extension instruction, the whole vehicle simulation unit simulates the electrical coupling of the first vehicle set and the second vehicle set, and determines whether the first vehicle set and the second vehicle set have both successfully self-checked and whether the first electric coupler extension instruction and the second electric coupler extension instruction are both issued by the urban rail train vehicle signal system. If so, it is determined that the electrical coupling is completed.

5. The simulation system for urban rail train vehicle formation according to any one of claims 1 to 4, characterized in that: When the simulated mechanical coupling is completed and the electrical coupling is completed, the first vehicle simulation unit stops calculating the vehicle characteristics and electrical characteristics of the simulated operation of the first vehicle; the second vehicle simulation unit stops calculating the vehicle characteristics and electrical characteristics of the simulated operation of the second vehicle; the whole vehicle simulation unit calculates the whole vehicle mechanical characteristics and the whole vehicle electrical characteristics.

6. The simulation system for urban rail train vehicle formation according to claim 1, characterized in that: The first instruction information includes a first electric coupler retraction instruction, and the second instruction information includes a second electric coupler retraction instruction; after receiving the first electric coupler retraction instruction and the second electric coupler retraction instruction, the whole vehicle simulation unit determines whether the first electric coupler retraction instruction and the second electric coupler retraction instruction are both issued by the urban rail train vehicle signal system, and if so, simulates disconnecting the electric coupler of the first vehicle assembly and the electric coupler of the second vehicle assembly, and simulates releasing the electrical coupling of the first vehicle assembly and the second vehicle assembly.

7. The simulation system for urban rail train vehicle formation according to claim 6, characterized in that: After the electrical coupling is released, the first vehicle simulation unit calculates the electrical characteristics of the first vehicle simulation operation and stops calculating the vehicle characteristics of the first vehicle simulation operation; the second vehicle simulation unit calculates the electrical characteristics of the second vehicle simulation operation and stops calculating the vehicle characteristics of the second vehicle simulation operation; the whole vehicle simulation unit calculates the mechanical characteristics of the whole vehicle and stops calculating the electrical characteristics of the whole vehicle.

8. The simulation system for urban rail train vehicle formation according to claim 1, characterized in that: The first instruction information includes a first mechanical coupler retraction instruction, and the second instruction information includes a second mechanical coupler retraction instruction. After receiving the first mechanical coupler retraction instruction and the second mechanical coupler retraction instruction, the whole vehicle simulation unit determines whether the first mechanical coupler retraction instruction and the second mechanical coupler retraction instruction are both issued by the urban rail train vehicle signal system. If so, it simulates disconnecting the mechanical coupler of the first vehicle assembly and the mechanical coupler of the second vehicle assembly, and simulates the first vehicle assembly and the second vehicle assembly to release the mechanical coupling.

9. The simulation system for urban rail train vehicle formation according to claim 8, characterized in that: After the mechanical coupling is released, the first vehicle simulation unit calculates the vehicle characteristics of the electrical characteristics of the simulated operation of the first vehicle; the second vehicle simulation unit calculates the electrical characteristics and vehicle characteristics of the simulated operation of the second vehicle; the whole vehicle simulation unit stops calculating the whole vehicle mechanical characteristics and the whole vehicle electrical characteristics.

10. The simulation system for urban rail train vehicle formation according to claim 1, characterized in that: During the initialization process, the first vehicle assembly simulation unit and the second vehicle assembly simulation unit respectively generate first vehicle assembly train information and second vehicle assembly train information according to the configuration file.

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