Simulation system for marshalling of metro train vehicles

Abstract

The application relates to a simulation system for marshalling of urban rail train vehicles, comprising: a first marshalling vehicle simulation unit receiving first instruction information and position information of a first marshalling vehicle train, calculating vehicle characteristics and electrical characteristics of simulation running of the first marshalling vehicle; a second marshalling vehicle simulation unit receiving second instruction information and position information of a second marshalling vehicle train, calculating vehicle characteristics and electrical characteristics of simulation running of the second marshalling vehicle; and a whole vehicle simulation unit in communication with the first and second marshalling vehicle simulation units, receiving the first and second instruction information and the position information of the first and second marshalling vehicle trains, simulating mechanical and electrical connection of the first and second marshalling vehicles, and calculating whole vehicle mechanical and electrical characteristics. The application solves the problems of lacking tracking of the characteristics state of the train and low simulation simulation degree of flexible marshalling.

Description

Technical Field

[0001] This application relates to the field of rail transit, and in particular to a simulation system for urban rail train vehicle formation. Background Technology

[0002] Actual vehicle operation testing is costly and involves various scenarios, consuming significant manpower and resources. Therefore, simulating train operation on a vehicle testing platform is gradually becoming crucial for vehicle testing.

[0003] The prior art (CN119099656A) discloses a flexible train formation system and method, comprising: the flexible formation system for flexibly forming multiple unit trains, the flexible formation system comprising: multiple flexible formation on-board units and several flexible formation management units; data interaction between the multiple flexible formation on-board units and the several flexible formation management units, between the multiple flexible formation on-board units and between the several flexible formation management units; if there is only one flexible formation management unit, no data interaction is required between the flexible formation management units; each of the flexible formation on-board units is respectively installed on each unit train to obtain the operating status information of its unit train; the flexible formation management unit calculates train formation instruction information based on all the operating status information; the flexible formation on-board unit controls the operation of its unit train according to the train formation instruction information.

[0004] During coupling and decoupling, the characteristics of the train are constantly changing, but existing technologies neglect to track these characteristics, resulting in low simulation levels for flexible train formation. Summary of the Invention

[0005] This application provides a simulation system for urban rail train vehicle formation, which at least solves the problem of low simulation level of flexible formation in related technologies.

[0006] In a first aspect, embodiments of this application provide a simulation system for urban rail transit vehicle formation, wherein the simulation system communicates with an urban rail transit vehicle signaling system, the urban rail transit vehicle signaling system including a first formation of vehicles and a second formation of vehicles, and the simulation system for urban rail transit vehicle formation includes:

[0007] The first train simulation unit includes a first computing thread and a first communication thread. The first communication thread is used to communicate with the first train and receive first instruction information and the position information of the first train. The first computing thread obtains the first instruction information and the position information of the first train through the first communication thread, calculates the vehicle characteristics and electrical characteristics of the first train simulation operation, and uses them for the single train simulation operation of the first train.

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

[0009] The whole vehicle simulation unit communicates with the first and second trainset simulation units, receives first and second command information, and the position information of the first and second trainsets. Based on the first and second command information, it simulates the mechanical and electrical coupling, and the disengagement of electrical and mechanical coupling of the first and second trainsets. Based on the first and second command information, it calculates the whole vehicle's mechanical and electrical characteristics for use in multi-train simulation operation of the first and second trainsets.

[0010] In some embodiments, the position information of the first trainset includes the real-time position of the first trainset, and the position information of the second trainset includes the real-time position of the second trainset. When simulating the mechanical coupling of the first and second trainsets according to the first and second instruction information, the first instruction information includes a first coupling instruction, and the second instruction information includes a second coupling instruction. After receiving the first and second coupling instructions, the vehicle simulation unit simulates the mechanical coupling of the first and second trainsets. Based on the real-time positions of the first and second trainsets, it determines whether the distance between the rear of the first trainset and the front of the second trainset is less than a preset value. If so, the mechanical coupling is completed.

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

[0012] In some embodiments, when simulating the electrical coupling of the first and second train sets according to the first and second instruction information, 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 and second electrical coupler extension instructions, the vehicle simulation unit simulates the electrical coupling of the first and second train sets, and determines whether both the first and second train sets have successfully completed self-tests and whether both the first and second electrical coupler extension instructions are issued by the urban rail train vehicle signaling system. If so, the electrical coupling is determined to be complete.

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

[0014] In some embodiments, when simulating the disengagement of the first and second train sets of vehicles according to the first and second instruction information, 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 and second electric coupler retraction instructions, the vehicle simulation unit determines whether both instructions are issued by the urban rail train vehicle signaling system. If so, it simulates disconnecting the electric couplers of the first and second train sets, thus simulating the disengagement of the electric couplers of the first and second train sets.

[0015] In some embodiments, after the electrical coupling is disconnected, the first train simulation unit calculates the electrical characteristics of the simulated operation of the first train and stops calculating the vehicle characteristics of the simulated operation of the first train; the second train simulation unit calculates the electrical characteristics of the simulated operation of the second train and stops calculating the vehicle characteristics of the simulated operation of the second train; 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, when simulating the disengagement of the mechanical coupler between the first and second train sets according to the first and second instruction information, 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 and second mechanical coupler retraction instructions, the vehicle simulation unit determines whether both instructions are issued by the urban rail train vehicle signaling system. If so, it simulates disconnecting the mechanical coupler of the first and second train sets, thus simulating the disengagement of the mechanical coupler between the first and second train sets.

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

[0018] In some embodiments, during the initialization process, both the first train formation simulation unit and the second train formation simulation unit generate train information for the first train formation and the second train formation, respectively, based on the configuration file.

[0019] Compared to related technologies, the simulation system for urban rail train vehicle formation provided in this application embodiment, by judging the train coupling status in real time, simulating the different vehicle characteristics and electrical characteristics of vehicles before and after coupling, and simulating the coupling and uncoupling operations of two vehicles, solves the problem of low simulation level of flexible formation, realizes the coupling and uncoupling of different train formations, covers multiple scenario simulations, and improves the universality and flexibility of the code.

[0020] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a structural block diagram of a simulation system for urban rail train vehicle formation according to an embodiment of this application;

[0023] Figure 2 This is a structural block diagram of a simulation system for urban rail train vehicle formation according to an embodiment of this application;

[0024] Figure 3 This is a structural block diagram of a simulation system for urban rail train vehicle formation according to an embodiment of this application;

[0025] Figure 4 This is a structural block diagram of a simulation system for urban rail train vehicle formation according to an embodiment of this application;

[0026] Figure 5 This is a structural block diagram of a simulation system for urban rail train vehicle formation according to an embodiment of this application;

[0027] Figure 6 This is a structural block diagram of a simulation system for urban rail train vehicle formation according to an embodiment of this application;

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

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

[0030] Figure 9 This is a schematic diagram of a single-unit train simulation operation of a simulation system for urban rail train vehicle formation according to an embodiment of this application.

[0031] In the picture:

[0032] 101. Urban Rail Transit Train Vehicle Signaling System; 102. First Trainset Simulation Unit; 1021. First Calculation Thread; 1022. First Communication Thread; 103. Second Trainset Simulation Unit; 1031. Second Calculation Thread; 1032. Second Communication Thread; 104. Whole Train Simulation Unit; 1041. Coupling Thread; 201. First Trainset Simulation Calculation Module Before Coupling; 301. Second Trainset Simulation Calculation Module Before Coupling; 401. Whole Train Vehicle Simulation Calculation Module After Coupling; 501. First Vehicle Characteristic Calculation Simulation Module; 502. First Electrical Characteristic Calculation Simulation Module; 503. First Head and Rear 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 Rear Position Calculation Simulation Module ; 604, Second External Interaction Simulation Module; 701, Coupling Status Judgment Module; 702, Vehicle Mechanical Characteristics Calculation Simulation Module; 703, Vehicle Electrical Characteristics 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, Actual Onboard and Trackside Equipment of the Signal System; 814, Semi-Physical Communication I / O Simulation Fixture and Speed ​​Measuring Stand; 815, Train1 Signal System Equipment; 816, Train2 Signal System Equipment. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0034] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0035] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0036] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” “the,” and similar words used in this application do not indicate quantity limitation and may indicate singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used 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 also include steps or units not listed, or may include other steps or units inherent to these processes, methods, products, or devices. The terms “connected,” “linked,” “coupled,” and similar words used in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Multiple” used in this application refers to two or more. “And / or” describes the relationship between related objects, indicating that three relationships may exist; for example, “A and / or B” can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following objects are in an "or" relationship. The terms "first," "second," and "third" used in this application are merely to distinguish similar objects and do not represent a specific ordering of the objects.

[0037] The development of signaling systems relies on simulation testing tools to provide a realistic vehicle test platform simulation environment. This allows for more thorough and comprehensive single-system testing, enabling the early identification and resolution of problems. Fully automated flexible grouping technology, as a key core technology of the next-generation TACS signaling system, often requires a longer period of test platform testing. Therefore, establishing a vehicle simulation software suitable for signaling systems with flexible grouping technology is of great significance for signaling system development and testing.

[0038] Current technology includes train running simulation software that verifies the functions of the onboard and ground controllers of the signaling system, achieving closed-loop control of single-vehicle control commands, train acceleration, train speed, running distance, and train position. However, flexible train formation simulation needs to simulate changes in vehicle characteristics and various scenarios of coupling or decoupling. Different coupling methods correspond to different signal connection methods, and the basic and electrical characteristics of the vehicles are also different. The simulation level of flexible formation using existing technology is low.

[0039] To address the aforementioned issues, this embodiment provides a simulation system for urban rail train vehicle formation. Figure 1 This is a structural block diagram of a simulation system for urban rail train vehicle formation according to an embodiment of this application, such as... Figure 1 As shown, the simulation system communicates with the urban rail train vehicle signaling system 101, which includes a first trainset and a second trainset. The system is characterized by comprising:

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

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

[0042] The whole vehicle simulation unit 104 communicates with the first trainset simulation unit 102 and the second trainset simulation unit 103, receiving first command information, second command information, and the position information of the first and second trainsets. Based on the first and second command information, it simulates the mechanical and electrical coupling, and the disengagement of electrical and mechanical couplings of the first and second trainsets. Based on the first and second command information, and the position information of the first and second trainsets, it calculates the whole vehicle's mechanical and electrical characteristics for use in multi-train simulation operation of the first and second trainsets.

[0043] This simulation system is based on a multi-threaded architecture and simulates single-group and multi-group operations respectively. It can not only independently simulate the operating status of a single trainset, but also support the simulation of multiple trainsets coupled together, making the system more scalable.

[0044] During operation, each trainset's simulation unit independently calculates its vehicle and electrical characteristics, while the whole-vehicle simulation unit 104 is responsible for overall simulation in multi-vehicle mode. In single-vehicle simulation, a separate architecture for computation and communication threads is adopted, improving the real-time performance and stability of data processing. The whole-vehicle simulation unit 104 enables accurate simulation of the mechanical and electrical coupling processes of the entire trainset, providing reliable data support for train scheduling and operation control.

[0045] By communicating with the urban rail train signaling system, the system can obtain the location information and instructions of each train formation in real time, and perform simulation calculations based on this information, thereby providing accurate simulation of train formation operation.

[0046] The first train simulation unit 102 and the second train simulation unit 103 simulate the operation of a single train and interact with external signaling equipment. The whole vehicle simulation unit 104 determines the coupling status of the train and performs mechanical characteristic calculations and electrical characteristic logic operations for multi-train operation after coupling.

[0047] The first processing thread 1021 and the second processing thread 1031 perform their respective calculations on train vehicle characteristics and electrical characteristics, execute software algorithms and functional logic to maintain the operation of a single train, realize functions such as train dynamics calculation, speed calculation, and position calculation, receive input commands from the signal system and return corresponding status judgments.

[0048] The communication thread exchanges information with external devices through steps such as data reception, parsing, packet assembly, and transmission. It receives vehicle control commands from the signaling system and sends vehicle status and feedback to the signaling system. These control commands include train position and speed. The communication thread then sends the command information obtained from the signaling system to the calculation thread for vehicle characteristic dynamics calculations and track calculations, and performs vehicle electrical status assessments. The calculation thread feeds back the calculated vehicle status to the communication thread, which then assembles packets according to the communication protocol with the external devices and sends them to the external signaling system.

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

[0050] Track calculations include, but are not limited to, calculating the forces acting on the train based on external conditions such as track resistance and train load, and calculating the train's acceleration, speed, and position information.

[0051] Vehicle electrical status determination includes, but is not limited to, the activation status of the front of the vehicle, the emergency braking status, the braking holding status, and the door opening / closing status.

[0052] In some embodiments, the position information of the first trainset includes the real-time position of the first trainset, and the position information of the second trainset includes the real-time position of the second trainset. When simulating the mechanical coupling of the first and second trainsets according to the first and second instruction information, the first instruction information includes a first coupling instruction, and the second instruction information includes a second coupling instruction. After receiving the first and second coupling instructions, the vehicle simulation unit 104 simulates the mechanical coupling of the first and second trainsets. Based on the real-time positions of the first and second trainsets, it determines whether the distance between the rear of the first trainset and the front of the second trainset is less than a preset value. If so, the mechanical coupling is completed.

[0053] During the simulation, the whole-vehicle simulation unit 104 calculates the relative positions between train sets using real-time position data and compares them with the set coupling threshold. If the conditions are met, the system simulates the mechanical coupling process, including steps such as coupler contact and locking. Real-time position information calculation ensures the accuracy and reliability of the mechanical coupling simulation. Dynamic distance judgment improves the adaptability of the simulation system to different operating conditions. It is applicable to different train models and formations in urban rail transit, enhancing the versatility of the simulation system.

[0054] In some embodiments, when the simulated mechanical coupling is completed but the electrical coupling is not, the first trainset simulation unit 102 stops calculating the vehicle characteristics of the simulated operation of the first trainset and calculates the electrical characteristics of the simulated operation of the first trainset. The second trainset simulation unit 103 stops calculating the vehicle characteristics of the simulated operation of the second trainset and calculates the electrical characteristics of the simulated operation of the second trainset. The whole vehicle simulation unit 104 calculates the mechanical characteristics of the whole vehicle.

[0055] After the mechanical coupling is completed, the train formation still needs to complete the electrical coupling before it can be put into formal operation. At this time, the simulation system adjusts its calculation content, so that each unit focuses on the calculation of electrical characteristics, in order to accurately simulate the working state of the electrical system after coupling. The whole vehicle simulation unit 104 continues to track mechanical characteristics to ensure the integrity of the simulation. This avoids unnecessary recalculation, improves simulation efficiency, makes the simulation closer to the actual train operation state, and improves system accuracy.

[0056] In some embodiments, when simulating the electrical coupling of the first and second train sets according to the first and second instruction information, 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 and second electrical coupler extension instructions, the vehicle simulation unit 104 simulates the electrical coupling of the first and second train sets, and determines whether both the first and second train sets have successfully completed self-tests and whether both the first and second electrical coupler extension instructions were issued by the urban rail train vehicle signaling system 101. If so, the electrical coupling is determined to be complete.

[0057] The electrical coupling process involves automatic detection and circuit connection simulation. The system determines the coupling status based on the electrical coupler status and signal system commands, ensuring the safety and accuracy of the entire coupling process. A self-checking mechanism is implemented to guarantee the reliability of the electrical coupling, prevent simulation failures caused by erroneous commands, ensure data integrity, further improve the system's automation level, and reduce human intervention.

[0058] In some embodiments, after the simulated mechanical coupling and electrical coupling are completed, the first trainset simulation unit 102 stops calculating the vehicle characteristics and electrical characteristics of the simulated operation of the first trainset. The second trainset simulation unit 103 stops calculating the vehicle characteristics and electrical characteristics of the simulated operation of the second trainset. The whole vehicle simulation unit 104 calculates the whole vehicle's mechanical characteristics and whole vehicle's electrical characteristics.

[0059] After the simulated train formation completes mechanical and electrical coupling, the system optimizes the computational tasks, with the entire simulation unit 104 taking over the overall simulation. This reduces the burden of distributed computing, further minimizes resource consumption, and improves simulation efficiency. Calculations are performed using data from the entire train, ensuring data consistency and making the train's operating state consistent with reality. This enhances multi-formation simulation capabilities and supports more complex train formation simulations.

[0060] The whole-vehicle simulation unit 104 is used to determine the train coupling status and calculate the mechanical and electrical characteristics of multi-unit trains after coupling. The whole-vehicle simulation unit 104 includes a coupling thread 1041. The coupling thread 1041 adopts a state machine framework, which includes a queue receiving module, a coupling status judgment module 701, a whole-vehicle mechanical characteristic calculation simulation module 702, a whole-vehicle electrical characteristic calculation simulation module 703, and a queue sending module. Data interaction and synchronization with the first communication thread 1022 and the second communication thread 1032 are achieved through the queue receiving module and the queue sending module. In each loop, the coupling thread 1041 executes the queue receiving module, the queue sending module, and the coupling status judgment module 701. Based on the coupling status judgment result, it selects whether to execute the whole vehicle mechanical characteristic calculation simulation module 702 and the whole vehicle electrical characteristic calculation simulation module 703. 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 simulation module 702 is executed. When the vehicle is electrically coupled, the whole vehicle mechanical characteristic calculation simulation module 702 and the whole vehicle electrical characteristic calculation simulation module 703 are executed sequentially.

[0061] The vehicle simulation unit 104 determines the positions of the first and second train sets of vehicles and the relevant commands for coupling operations in real time. After coupling is determined, the functional modules related to electrical and vehicle characteristics in the first and second calculation threads 1021 and 1031 stop calculating. The electrical and vehicle characteristic calculation module in the coupling thread 1041 of the vehicle simulation unit 104 performs the calculation of the whole vehicle after coupling. The first train set vehicle simulation unit 102 and the second train set vehicle simulation unit 103 only perform position calculations.

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

[0063] In some embodiments, when simulating the disengagement of the electrical coupler between the first and second train sets according to the first and second instruction information, 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 and second electrical coupler retraction instructions, the vehicle simulation unit 104 determines whether both instructions were issued by the urban rail train vehicle signaling system 101. If so, it simulates disconnecting the electrical coupler of the first and second train sets, thus simulating the disengagement of the electrical coupler between the first and second train sets.

[0064] The simulation unit determines whether the disconnection of the electrical coupling relies on commands from the signal system. It compares these commands with circuit status checks to ensure the accuracy of the release conditions. This guarantees the safe release of the electrical coupling and prevents accidental operation. The signal comparison mechanism improves the reliability of the simulation data and is suitable for simulating electrical couplings in different train formations.

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

[0066] After the electrical coupling is released, each train set needs to recalculate the electrical characteristics required for independent operation. Vehicle characteristic calculations are paused during this stage to simulate the single-train operation state after the coupling is released. The whole-vehicle simulation unit 104 no longer focuses on the overall electrical characteristics of the train, but only tracks the mechanical characteristics to ensure the integrity of the coupling release process. This allows for accurate simulation of the train's operation state after the electrical coupling is released, while also dynamically adjusting the calculation tasks, improving the simulation system's real-time performance and computational efficiency.

[0067] In some embodiments, when simulating the disengagement of the mechanical coupler between the first and second train sets according to the first and second instruction information, 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 and second mechanical coupler retraction instructions, the vehicle simulation unit 104 determines whether both instructions were issued by the urban rail train vehicle signaling system 101. If so, it simulates disconnecting the mechanical coupler between the first and second train sets, simulating the disengagement of the mechanical coupler between the first and second train sets.

[0068] The retraction process of the mechanical coupler requires ensuring the correct relative position of the two trains and receiving a valid command before execution, ensuring the safety of the mechanical coupling release and avoiding accidental triggering. The whole-vehicle simulation unit 104 uses a signal comparison mechanism to determine whether the mechanical coupler meets the retraction conditions and simulates the coupler retraction process, improving the accuracy of the simulation data.

[0069] In some embodiments, after the mechanical coupling is disengaged, the first trainset simulation unit 102 calculates the electrical and vehicle characteristics of the simulated operation of the first trainset. The second trainset simulation unit 103 calculates the electrical and vehicle characteristics of the simulated operation of the second trainset. The whole vehicle simulation unit 104 stops calculating the whole vehicle mechanical and electrical characteristics.

[0070] Once the mechanical coupling is disengaged, each train set resumes independent operation, with its electrical and vehicle characteristics calculated separately to ensure the train returns to normal single-set simulation operation. At this stage, the whole-vehicle simulation unit 104 no longer calculates overall vehicle parameters, but instead allows each train set to operate independently to improve computational efficiency and reduce unnecessary computational burden.

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

[0072] When the simulation system starts, the simulation units of each train set 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 and second train sets can be used to calculate the electrical and vehicle characteristics in single-set mode, and to calculate the mechanical and electrical characteristics of the whole vehicle in multi-set mode.

[0074] like Figure 2-8 As shown, the urban rail train vehicle signaling system 101 can be configured as actual on-board and trackside equipment 813. The actual on-board and trackside equipment 813 includes actual on-board and trackside equipment 814, Train1 signaling system equipment 815, and Train2 signaling system equipment 816. Train1 signaling system equipment 815 and Train2 signaling system equipment 816 are each equipped with an automatic train operation system, an automatic train protection system, driver assistance equipment or a sleep / wake-up module, and communication-related components or systems.

[0075] The first computing thread 1021 of the first trainset vehicle simulation unit 102 includes a pre-coupling first trainset vehicle simulation calculation module 201, which has single-vehicle software algorithms and functional logic, as well as software external interaction functions. The pre-coupling first trainset vehicle simulation calculation module 201 includes a first vehicle characteristic calculation simulation module 501, a first electrical characteristic calculation simulation module 502, a first front and rear 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 calculations including but not limited to traction force calculation, resistance calculation, braking force calculation, and multi-mass train dynamics calculation.

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

[0078] The first processing thread 1021 of the first train simulation unit 102 also includes a first track calculation module 801, which is used to perform calculations including but not limited to turnout status calculation, train position calculation, gradient and curve calculation, kilometer marker calculation, and route determination.

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

[0080] The first communication thread 1022 of the first train simulation unit 102 includes a first communication module 802. This module maintains communication with the Train1 signaling system equipment 815. This module communicates with the Train1 signaling system equipment 815 through the actual on-board and trackside equipment 814 of the signaling system. The first communication module 802 is used to perform functions including but not limited to port initialization, data transmission and reception, status packet assembly, instruction parsing, and equipment offline determination.

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

[0082] The first processing thread 1021 and the first communication thread 1022 interact to obtain the master table of status feedback and received signal commands for the first group of vehicles.

[0083] The second processing thread 1031 of the second trainset vehicle simulation unit 103 includes a pre-coupling second trainset vehicle simulation calculation module 301, which has single-vehicle software algorithms and functional logic, as well as software external interaction functions. The pre-coupling second trainset vehicle simulation calculation module 301 includes a second vehicle characteristic calculation simulation module 601, a second electrical characteristic calculation simulation module 602, a second front and rear 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 force calculation, resistance calculation, braking force calculation, and multi-mass train dynamics calculation.

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

[0086] The second processing thread 1031 of the second train simulation unit 103 also includes a second track calculation module 808, which is used to perform calculations including but not limited to turnout status calculations, train position calculations, gradient and curve calculations, kilometer marker calculations, and route determinations.

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

[0088] The second communication thread 1032 of the second train simulation unit 103 includes a third communication module 812. This module maintains communication with the Train2 signaling system equipment 816. This module communicates with the Train2 signaling system equipment 816 through the actual onboard and trackside equipment 814 of the signaling system. The third communication module 812 is used to perform functions including but not limited to port initialization, data transmission and reception, status packet assembly, command parsing, and equipment offline detection.

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

[0090] The second operation thread 1031 and the second communication thread 1032 interact to obtain the master table of status feedback and received signal commands for the second train of vehicles.

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

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

[0093] The vehicle electrical characteristics calculation and simulation module 703 is used to perform functions 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 whole vehicle simulation unit 104 also includes a third vehicle basic parameter initialization module 805, which is used to obtain the vehicle parameter information of the whole vehicle.

[0095] The vehicle simulation unit 104's coupling thread 1041 also 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 communicates with the second communication module 803, transmitting information via a queue. The sixth communication module 810 communicates with the fourth communication module 811, transmitting information via a queue.

[0096] The simulation system for urban rail train vehicle formation is adapted to urban rail flexible formation train vehicle simulation software. The first formation vehicle simulation unit 102 and the second formation vehicle simulation unit 103 respectively send the vehicle status and signal system commands they receive to the whole vehicle simulation unit 104 through queues. The first formation vehicle simulation unit 102 includes a first computation thread 1021 and a first communication thread 1022. The first computation thread 1021 executes software algorithms and functional logic. The first communication thread 1022 performs software external interaction. The second formation vehicle simulation unit 103 includes a second computation thread 1031 and a second communication thread 1032. The second computation thread 1031 executes software algorithms and functional logic. The second communication thread 1032 performs software external interaction. The first communication thread 1022 and the first computation thread 1021 exchange and synchronize data through queues. The second communication thread 1032 and the second computation thread 1031 exchange and synchronize data through queues.

[0097] The vehicle simulation unit 104 adopts a state machine framework, which determines the specific module to be executed based on the coupling state.

[0098] Specifically, the coupling status judgment module 701 can determine the current coupling status of the vehicle based on the signals transmitted from the first communication thread 1022 and the second communication thread 1032, and feed this status back to the first trainset vehicle simulation unit 102 and the second trainset vehicle simulation unit 103. Depending on the different coupling statuses, it determines whether to calculate the overall vehicle mechanical characteristics and the electrical characteristics of the vehicle after coupling, as well as the signal connection method at the head and tail ends. The head and tail of the vehicle are the head of the first trainset vehicle and the tail of the second trainset vehicle, and their positions are calculated by the first trainset vehicle simulation unit 102 and the second trainset vehicle simulation unit 103.

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

[0100] During the initialization process of the first and second vehicle group simulation units 102 and 103, the number of vehicles in the first and second groups is determined by reading the configuration file once. In the whole vehicle simulation unit 104, the final number of vehicles in each group and other basic vehicle information are determined through integration.

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

[0102] In step S101, the first communication thread 1022 and the second communication thread 1032 receive decoupling or coupling request commands from the actual on-board and trackside equipment 813 of the signal system, and send the request commands to the vehicle simulation unit 104 through a queue. The coupling thread 1041 of the vehicle simulation unit 104 judges the received commands to distinguish between the decoupling and coupling vehicles, which serves as the start flag for the coupling operation. Once triggered, this signal remains high until a decoupling command is received, which serves as the termination flag for the coupling operation. After the coupling operation is terminated, the decoupling and coupling vehicles are no longer distinguished.

[0103] S102, during the mechanical coupling simulation, the simulation shows a low-speed collision between the first and second train sets, and the mechanical coupling is automatically completed. 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 in real time through a queue. In the whole vehicle simulation unit 104, the real-time positions of the two cars sent by the first communication thread 1022 and the second communication thread 1032 are compared. When the distance between the front and rear of the cars is less than a preset distance, it is determined that the mechanical coupling simulation has been automatically completed.

[0104] S103, after the mechanical coupling simulation is completed, the coupling thread 1041 of the whole vehicle simulation unit 104 sends the coupling status judgment result back to the first communication thread 1022 and the second communication thread 1032 through the queue. At this time, the mechanical coupling of the train is simulated as one car, but the electrical characteristics still maintain two cars. The first vehicle characteristic calculation simulation module 501 in the first calculation thread 1021 and the second vehicle characteristic calculation simulation module 601 in the second calculation thread 1031 stop calculation, and the whole vehicle mechanical characteristic calculation simulation module 702 in the coupling thread 1041 starts calculation.

[0105] S104, the first communication thread 1022 and the second communication thread 1032 receive the train self-test status and electric coupler extension command from the actual on-board and trackside equipment 813 of the signal system, and send the command to the whole vehicle simulation unit 104 through the queue. The coupling thread 1041 judges according to the received command. If the self-test of the first and second train sets is successful and the signal system sends the electric coupler extension command, it is judged that the electric coupling is completed.

[0106] S105, after electrical coupling is completed, coupling thread 1041 sends the coupling status judgment result back to the first communication thread 1022 and the second communication thread 1032 through a queue. At this time, the train's electrical and mechanical aspects are coupled as one car. The first vehicle characteristic calculation simulation module 501 and the first electrical characteristic calculation simulation module 502 in the first calculation thread 1021 and the second vehicle characteristic calculation simulation module 601 and the second electrical characteristic calculation simulation module 603 in the second calculation thread 1031 all stop calculation. The whole vehicle mechanical characteristic calculation simulation module 702 and the whole vehicle electrical characteristic calculation simulation module 703 in coupling thread 1041 start running, realizing the whole vehicle coupling operation. Otherwise, the mechanical coupling state is maintained, the whole vehicle mechanical characteristic calculation simulation module 702 is executed, and the electrical characteristic calculation is still performed by each individual train.

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

[0108] S106, the first communication thread 1022 and the second communication thread 1032 receive the train electric coupler retraction command from the actual on-board and trackside equipment 813 of the signal system, and send the received command to the whole vehicle simulation unit 104 through the queue. In the electric coupling state, the coupling thread 1041 of the whole vehicle simulation unit 104 keeps judging whether the signal system has sent the electric coupler retraction command and performs the electric coupler uncoupling operation; otherwise, it remains in the electric coupling state.

[0109] S107, after the electric coupling is uncoupled, the coupling thread 1041 sends the coupling status 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 two cars, but mechanically the train is still in a mechanical coupling state. The whole car electrical characteristic calculation simulation module 703 in the coupling thread 1041 stops working, while the whole car mechanical characteristic calculation simulation module 702 continues to execute. The first electrical characteristic calculation simulation module 502 in the first calculation thread 1021 and the second electrical characteristic calculation simulation module 603 in the second calculation thread 1031 each perform calculations.

[0110] S108, the first communication thread 1022 and the second communication thread 1032 receive the train mechanical coupler retraction command from the actual on-board and trackside equipment 813 of the signal system, and execute the corresponding uncoupling operation to decouple the train into two cars; otherwise, it remains in a mechanically coupled state.

[0111] S109, after the mechanical hook is unhooked, the coupling thread 1041 sends the coupling status judgment result back to the first communication thread 1022 and the second communication thread 1032 through the queue. At this time, the mechanical and electrical characteristics of the train are changed to two cars. The whole vehicle electrical characteristic calculation simulation module 703 and the whole vehicle mechanical characteristic calculation simulation module 702 in the coupling thread 1041 stop working. The first vehicle characteristic calculation simulation module 501 and the first electrical characteristic calculation simulation module 502 in the first calculation thread 1021 and the second vehicle characteristic calculation simulation module 601 and the second electrical characteristic calculation simulation module 603 in the second calculation thread 1031 each perform relevant calculations to realize the simulation operation of two cars.

[0112] like Figure 9 As shown, during the simulation operation of a single-unit train, the simulated driver's cab and signaling system send control commands to the network system or simulation modules related to vehicle electrical systems. The network system or simulation modules distribute traction and braking forces to the traction and braking systems respectively. The applied traction and braking values ​​are calculated by the traction and braking systems and used for dynamic calculations. The train speed, obtained from the dynamic calculations, is fed back to the traction, braking, and signaling systems. The cumulative train displacement is calculated and used for track calculations. The train position, obtained from the track calculations, is fed back to the dynamic calculations and then sent to the traction and signaling systems.

[0113] It should be noted that the above modules can be functional modules or program modules, and can be implemented through software or hardware. For modules implemented through hardware, the above modules can reside in the same processor; or the above modules can be located in different processors in any combination.

[0114] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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, they should be considered to be within the scope of this specification.

[0115] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A simulation system for urban rail transit vehicle formation, the simulation system communicating with an urban rail transit vehicle signaling system, the urban rail transit vehicle signaling system comprising a first formation of vehicles and a second formation of vehicles, characterized in that, include: The first train simulation unit includes a first computing thread and a first communication thread. The first communication thread is used to communicate with the first train and receive first instruction information and the position information of the first train. The first computing thread obtains the first instruction information and the position information of the first trainset through the first communication thread, calculates the vehicle characteristics and electrical characteristics of the first trainset for single-trainset simulation operation; The second train simulation unit includes a second computing thread and a second communication thread. The second communication thread is used to communicate with the second train and receive second instruction information and the position information of the second train. The second processing thread obtains the second instruction information and the position information of the second trainset through the second communication thread, calculates the vehicle characteristics and electrical characteristics of the second trainset for single-train simulation operation; The whole vehicle simulation unit communicates with the first and second trainset simulation units, receives first and second command information, and the position information of the first and second trainsets. Based on the first and second command information, it simulates the mechanical and electrical coupling, and the disengagement of electrical and mechanical coupling of the first and second trainsets. Based on the first and second command information, it calculates the whole vehicle's mechanical and electrical characteristics for use in multi-train simulation operation of the first and second trainsets.

2. The simulation system for urban rail train vehicle formation according to claim 1, characterized in that, The position information of the first trainset includes the real-time position of the first trainset, and the position information of the second trainset includes the real-time position of the second trainset. When simulating the mechanical coupling of the first and second trainsets according to the first and second instruction information, the first instruction information includes a first coupling instruction, and the second instruction information includes a second coupling instruction. After receiving the first and second coupling instructions, the whole vehicle simulation unit simulates the mechanical coupling of the first and second trainsets. Based on the real-time positions of the first and second trainsets, it determines whether the distance between the rear of the first trainset and the front of the second trainset is less than a preset value. 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 train simulation unit stops calculating the vehicle characteristics of the first train simulation operation and calculates the electrical characteristics of the first train simulation operation; the second train simulation unit stops calculating the vehicle characteristics of the second train simulation operation and calculates the electrical characteristics of the second train simulation operation. The vehicle simulation unit calculates the mechanical characteristics of the vehicle.

4. The simulation system for urban rail train vehicle formation according to claim 1, characterized in that, When simulating the electrical coupling of the first and second train sets according to the first and second instruction information, 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 and second electrical coupler extension instructions, the vehicle simulation unit simulates the electrical coupling of the first and second train sets, and determines whether both the first and second train sets have successfully completed self-tests and whether both the first and second electrical coupler extension instructions are issued by the urban rail train vehicle signaling system. If so, the electrical coupling is determined to be complete.

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

6. The simulation system for urban rail train vehicle formation according to claim 1, characterized in that, When simulating the disengagement of the first and second train sets of vehicles according to the first and second instruction information, 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 and second electric coupler retraction instructions, the vehicle simulation unit determines whether both instructions are issued by the urban rail train vehicle signaling system. If so, it simulates disconnecting the electric coupler of the first and second train sets of vehicles, thus simulating the disengagement of the electric coupling between the first and second train sets of vehicles.

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

8. The simulation system for urban rail train vehicle formation according to claim 1, characterized in that, When simulating the disengagement of the mechanical coupler between the first and second train sets according to the first and second instruction information, 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 and second mechanical coupler retraction instructions, the whole vehicle simulation unit determines whether both instructions are issued by the urban rail train vehicle signaling system. If so, it simulates disconnecting the mechanical coupler of the first and second train sets, thus simulating the disengagement of the mechanical coupler between the first and second train sets.

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

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

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