Train cross-marshalling redundancy system

Abstract

The train cross-marshalling redundancy system comprises a first train group and a second train group, and the first train group and the second train group form a whole train after being coupled. The ground control module is used for sending a coupling command, a de-grouping command and grouping permission information to the first train group and the second train group; the first vehicle-mounted control module comprises a main system control device and a standby system control device and is used for controlling the coupling and the de-coding of the first train group according to the coupling instruction, the de-coding instruction and the marshalling permission information, and after the coupling is completed, the main system control device controls the whole vehicle to run; and the second vehicle-mounted control module comprises main system control equipment and standby system control equipment and is used for controlling a second train group to perform coupling and de-coding according to the coupling instruction, the de-coding instruction and the marshalling permission information, and after the coupling is completed, the standby system control equipment assists the whole vehicle to run. The problem that in the marshalling process, control and cooperation equipment between trains is different, and conflicts may exist is solved, and the effect of improving the train operation safety performance is achieved.

Description

Technical Field

[0001] This application relates to the field of rail transit, and particularly to a train cross - formation redundancy system. Background Art

[0002] Currently, the signal systems adopted in urban rail transit are mostly fully automatic driverless systems. During peak and off - peak passenger flow periods, the number of boarding passengers fluctuates greatly. To solve the problem of overly long travel times during low - passenger - flow periods, it is necessary to implement a flexible formation function for fully automatic driverless trains.

[0003] The prior art (CN116476895B) discloses a train formation method, system, electronic device, and storage medium. In this method, the on - vehicle signal system sends the received key to the data receiving and processing unit of the corresponding train; the data receiving and processing units of each train use the key for identity verification, activate the determined master vehicle and slave vehicle to approach and start coupling while driving. During the driving process, a wireless communication channel is established between the trains. After the wireless communication channel is established and the couplers are connected, the master and slave vehicles are configured as a single train, and the train reconnection is successful.

[0004] However, in the prior art, during the formation process, the control and coordination devices between vehicles are different during the individual operation of single - formation trains and the whole - train operation after formation, which may cause conflicts and thus affect train operation. Summary of the Invention

[0005] Embodiments of this application provide a train cross - formation redundancy system to at least solve the problem in the related art that during the formation process, the control and coordination devices between vehicles are different during the individual operation of single - formation trains and the whole - train operation after formation, which may cause conflicts and thus affect train operation.

[0006] Embodiments of this application provide a train cross - formation redundancy system configured in a driverless train. The redundancy system includes a first train group and a second train group. After the connection is completed, the first train group and the second train group are connected to form a whole train, and includes:

[0007] A ground control module, including a target control unit and a monitoring unit. The monitoring unit is configured to send coupling instructions or decoupling instructions to the first train group, the second train group, and the target control unit respectively. The target control unit is configured to send formation permission information to the first train group and the second train group respectively according to the coupling instructions or decoupling instructions.

[0008] The first on-vehicle control module is located in the first train set and communicates with the ground control module. It includes a primary control device and a backup control device, and is configured to, according to the coupling instruction, the decoupling instruction, and the formation permission information, the primary control device and the backup control device cooperate to control the first train set for coupling and decoupling. After the coupling is completed, the primary control device controls the whole vehicle to run;

[0009] The second on-vehicle control module is located in the second train set and communicates with the ground control module. It includes a primary control device and a backup control device, and is configured to, according to the coupling instruction, the decoupling instruction, and the formation permission information, the primary control device and the backup control device cooperate to control the second train set for coupling and decoupling. After the coupling is completed, the backup control device assists the primary control device of the first on-vehicle control module to control the whole vehicle to run.

[0010] Through the cooperative control of the primary and backup control devices, the redundancy of the system is improved. Even if a certain control device fails, the system can still switch to the backup device to continue running, improving the safety and stability of the train operation.

[0011] In some embodiments, during the coupling stage, according to the coupling instruction and the formation permission information, the first on-vehicle control module and the second on-vehicle control module respectively switch their primary control devices and backup control devices. The switched primary control device and backup control device respectively control the corresponding train set to perform mechanical hook connection and electrical hook connection;

[0012] In the decoupling stage, according to the decoupling instruction and the formation permission information, the first on-vehicle control module and the second on-vehicle control module respectively switch their primary control devices and backup control devices. The switched primary control device and backup control device respectively control the corresponding train set to perform electrical hook disconnection and mechanical hook disconnection.

[0013] By automatically controlling the connection or disconnection of the electrical hook and the mechanical hook, the need for manual intervention is reduced, and the autonomy of the driverless train is improved.

[0014] In some embodiments, the first on-vehicle control module includes a first on-vehicle controller and a second on-vehicle controller. The first on-vehicle controller is located at the head of the first train set, and the second on-vehicle controller is located at the tail of the first train set;

[0015] After the first train set receives the coupling instruction and the formation permission information, the second on-vehicle controller is set as the primary control device, the first on-vehicle controller is set as the backup control device. The second on-vehicle controller controls the first train set to run towards the second train set at a preset speed, impacts the second train set, and determines whether the coupling-side mechanical hook of the first train set is in a connected state. If so, the traction is cut off.

[0016] During the mechanical coupling process, control the first train set to run at a preset speed to ensure that there will be no excessive impact during the coupling process, avoid mechanical damage, and improve the coupling success rate.

[0017] In some embodiments, the second vehicle-mounted control module includes a third vehicle-mounted controller and a fourth vehicle-mounted controller; the third vehicle-mounted controller is located at the front of the second train set, and the fourth vehicle-mounted controller is located at the rear of the second train set;

[0018] After the second train set receives the coupling instruction and the formation permission information, the fourth vehicle-mounted controller is set as the main control device, the third vehicle-mounted controller is set as the standby control device, the fourth vehicle-mounted controller controls the second train set to remain stationary at a preset position, and judges whether the mechanical hook on the coupling side of the second train set is in a connected state.

[0019] The switching design of the main and standby control devices ensures that the second train set can still stably execute the coupling task in case of a failure.

[0020] In some embodiments, after the fourth vehicle-mounted controller judges that the mechanical hook on the coupling side is in a connected state, the first vehicle-mounted controller is set as the main control device, the second vehicle-mounted controller is set as the standby control device, and the first vehicle-mounted controller controls the first train set to perform a trial pull of the mechanical hook.

[0021] Through the trial pull detection, avoid safety problems in train operation caused by loose or insecure connection of the mechanical hook. The dual controller architecture ensures the redundancy of the control system and improves safety.

[0022] In some embodiments, after the mechanical hook is connected, the fourth vehicle-mounted controller is set as the main control device, the third vehicle-mounted controller is set as the standby control device, and the first vehicle-mounted controller and the fourth vehicle-mounted controller respectively issue electrical hook extension control instructions and respectively judge whether the electrical hooks of the first train set and the second train set are in a connected state.

[0023] The first vehicle-mounted controller and the fourth vehicle-mounted controller respectively monitor whether the electrical hooks are in a connected state, so as to ensure stable train power supply and signal transmission.

[0024] In some embodiments, after the electrical hook is connected, the second vehicle-mounted controller and the third controller stop running, the first vehicle-mounted controller is set as the main control device of the whole vehicle, the fourth vehicle-mounted controller is set as the standby control device of the whole vehicle, and the fourth vehicle-mounted controller interacts with the first vehicle-mounted controller for data and performs a self-check of the whole vehicle.

[0025] The first vehicle-mounted controller is the main controller and the fourth vehicle-mounted controller is the standby controller, forming a stable redundant architecture to improve the safety performance of train control.

[0026] In some of these embodiments, after both the first train set and the second train set receive the decoupling instruction and the coupling permission information, the fourth vehicle-mounted controller is set as the main control device, the first vehicle-mounted controller is set as the standby control device, the whole vehicle is controlled to remain stationary at a preset position, the first vehicle-mounted controller controls the first train set to retract the electrical coupler, the fourth vehicle-mounted controller controls the second train set to retract the electrical coupler, and the first vehicle-mounted controller and the fourth vehicle-mounted controller respectively determine whether the electrical coupler is in a disconnected state.

[0027] The whole vehicle remains stationary until the electrical coupler is safely disconnected, avoiding power system failures or other safety risks and improving the safety of the decoupling process.

[0028] In some of these embodiments, after both the first vehicle-mounted controller and the fourth vehicle-mounted controller determine that the electrical coupler is in a disconnected state, the fourth vehicle-mounted controller is set as the main control device, the third vehicle-mounted controller is set as the standby control device, the fourth vehicle-mounted controller synchronizes data with the third vehicle-mounted controller, the first vehicle-mounted controller is set as the main control device, the second vehicle-mounted controller is set as the standby control device, and the first vehicle-mounted controller synchronizes data with the second vehicle-mounted controller.

[0029] Through data synchronization, it is ensured that the train after decoupling still has complete operation data and will not be unable to run due to data loss.

[0030] In some of these embodiments, after the fourth vehicle-mounted controller and the third vehicle-mounted controller, and the first vehicle-mounted controller and the second vehicle-mounted controller have both completed data synchronization, according to the decoupling instruction, the first vehicle-mounted controller determines the running direction of the first train set, activates the cab of the first train set in the same direction as this direction, and the first train set conducts a self-check; according to the decoupling instruction, the fourth vehicle-mounted controller determines the running direction of the second train set, activates the cab of the second train set in the same direction as this direction, and the second train set conducts a self-check; after both the first train set and the second train set have completed the self-check, the first vehicle-mounted controller controls the mechanical coupler of the first train set to disconnect, and the fourth vehicle-mounted controller controls the mechanical coupler of the second train set to disconnect.

[0031] Through the entire process of direction determination, cab activation, self-check, and mechanical coupler disconnection, the safety, stability, and automation of the decoupling process are ensured, ensuring that the train can run normally after decoupling and improving the intelligent level of the driverless train.

[0032] Compared with the related art, the train cross - formation redundancy system provided by the embodiments of the present application realizes stable dual control devices in each stage by switching the main and standby control devices of the first train formation and the second train formation in different stages, so as to improve the safety performance of train operation, and solves the problem that in the formation process, during the process of single - formation trains running alone and the whole train running after formation, the control and coordination devices between vehicles are different, which may cause conflicts and thus affect the train operation.

[0033] Details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more concise and understandable. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments and descriptions 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:

[0035] Figure 1 is a structural block diagram of the train cross - formation redundancy system according to an embodiment of the present application;

[0036] Figure 2 is a structural block diagram of the first vehicle - mounted control module in the train cross - formation redundancy system according to an embodiment of the present application;

[0037] Figure 3 is a structural block diagram of the second vehicle - mounted control module in the train cross - formation redundancy system according to an embodiment of the present application;

[0038] Figure 4 is a structural block diagram of the train cross - formation redundancy system according to an embodiment of the present application;

[0039] Figure 5 is an interface structure diagram of the train cross - formation redundancy system according to an embodiment of the present application.

[0040] In the figure:

[0041] 101, the first train formation; 1011, the first vehicle - mounted control module; 102, the second train formation; 1021, the second vehicle - mounted control module; 103, the ground control module; 1031, the target control unit; 1032, the monitoring unit; 201, the first vehicle - mounted controller; 202, the second vehicle - mounted controller; 301, the third vehicle - mounted controller; 302, the fourth vehicle - mounted controller. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0042] In order to make the objectives, technical solutions and advantages of the present application more clear and understandable, the present application will be described and explained below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments provided in the present application without making creative efforts fall within the scope of protection of the present application.

[0043] Obviously, the accompanying drawings in the following description are only some examples or embodiments of the present application. For those of ordinary skill in the art, without making creative efforts, the present application can also be applied to other similar scenarios based on these drawings. In addition, it can also be understood that although the efforts made in this development process may be complex and lengthy, however, for those of ordinary skill in the art related to the content disclosed in the present application, some design, manufacturing or production changes made on the basis of the technical content disclosed in the present application are only conventional technical means and should not be understood as the content disclosed in the present application being insufficient.

[0044] Referring to "embodiments" in the present application means that the specific features, structures or characteristics described in connection with the embodiments may be included in at least one embodiment of the present 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. Those of ordinary skill in the art explicitly and implicitly understand that the embodiments described in the present application can be combined with other embodiments without conflict.

[0045] Unless otherwise defined, the technical terms or scientific terms involved in this application shall have the ordinary meanings understood by those with ordinary skills in the technical field to which this application belongs. The words such as "a", "an", "one kind", "the" and the like involved in this application do not indicate a quantity limitation and may represent a singular or plural number. The terms "comprise", "include", "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 similar 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 "plurality" 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 associated objects before and after. 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.

[0046] At present, most of the signal systems adopted in domestic urban rail transit are fully automatic driverless systems, and the trains run automatically according to the operation plan. In order to improve efficiency, the departure time interval is usually adjusted according to the peak, flat peak or trough period of the passenger flow. This adjustment method will lead to too long a departure time interval during the low passenger flow period, and passengers will have no train to take in a short time, affecting the riding efficiency of passengers.

[0047] In order to overcome the problem of too long riding time for passengers during the low period, a flexible formation of fully automatic driverless trains is proposed to enable the trains to run in a short formation or single formation during the low period and in a long formation or coupled formation during the peak period. However, when running in a long formation or coupled formation, the control and coordination devices between the cars are different during the process of the single formation train running alone and the whole train running after formation, which may cause conflicts and thus affect the normal running of the train.

[0048] To solve the above problems, an embodiment of this application provides a train cross-formation redundancy system. Figure 1 is a structural block diagram of a train cross-formation redundancy system according to an embodiment of this application, as Figure 1 shown, the train cross-formation redundancy system is configured in a driverless train. The redundancy system includes a first train group 101 and a second train group 102. After the first train group 101 and the second train group 102 are coupled, they are connected to form a whole train. The redundancy system further includes:

[0049] The ground control module 103 includes a target control unit 1031 and a monitoring unit 1032. The monitoring unit 1032 is configured to send coupling instructions or decoupling instructions to the first train group 101, the second train group 102, and the target control unit 1031 respectively. The target control unit 1031 is configured to send formation permission information to the first train group 101 and the second train group 102 respectively according to the coupling instructions or decoupling instructions.

[0050] The first on-vehicle control module 1011 is located in the first train group 101 and communicates with the ground control module 103. It includes a main control device and a backup control device, and is configured to, according to the coupling instructions, decoupling instructions, and formation permission information, the main control device and the backup control device cooperate to control the first train group 101 to perform coupling and decoupling. After the coupling is completed, the main control device controls the whole vehicle to run.

[0051] The second on-vehicle control module 1021 is located in the second train group 102 and communicates with the ground control module 103. It includes a main control device and a backup control device, and is configured to, according to the coupling instructions, decoupling instructions, and formation permission information, the main control device and the backup control device cooperate to control the second train group 102 to perform coupling and decoupling. After the coupling is completed, the backup control device assists the main control device of the first on-vehicle control module 1011 to control the whole vehicle to run.

[0052] Through this redundant system, the driverless train can be safely coupled and decoupled in the case of cross-formation, improving the flexibility and operability of the system. Through the cooperative control of the main and backup control devices, the redundancy of the system is improved. Even if a certain control device fails, the system can still switch to the backup device to continue running, improving the safety and stability of the train operation. This system can also adapt to the formation requirements of various different models of driverless trains, and has good versatility and adaptability.

[0053] In some of the embodiments, during the coupling stage, according to the coupling instructions and formation permission information, the first on-vehicle control module 1011 and the second on-vehicle control module 1021 respectively switch their main control devices and backup control devices. The switched main control device and backup control device respectively control the corresponding train group to perform mechanical hook connection and electrical hook connection.

[0054] In the decoupling stage, according to the decoupling instructions and formation permission information, the first on-vehicle control module 1011 and the second on-vehicle control module 1021 respectively switch their main control devices and backup control devices. The switched main control device and backup control device respectively control the corresponding train group to perform electrical hook disconnection and mechanical hook disconnection.

[0055] Adopt the dynamic switching mechanism of the primary and backup control devices to ensure that the train can perform control operations smoothly and reliably during the coupling and uncoupling processes, improving the intelligence and automation level of the system. By automatically controlling the connection or disconnection of the electrical and mechanical couplers, the need for manual intervention is reduced, and the autonomy of the driverless train is enhanced.

[0056] In some of these embodiments, such as Figure 2 As shown, the first on-vehicle control module 1011 includes a first on-vehicle controller 201 and a second on-vehicle controller 202. The first on-vehicle controller 201 is located at the head of the first train set 101, and the second on-vehicle controller 202 is located at the tail of the first train set 101. After the first train set 101 receives the coupling instruction and the formation permission information, the second on-vehicle controller 202 is set as the primary control device, and the first on-vehicle controller 201 is set as the backup control device. The second on-vehicle controller 202 controls the first train set 101 to run towards the second train set 102 at a preset speed, impacts the second train set 102, and determines whether the mechanical coupler on the coupling side of the first train set 101 is in a connected state. If so, the traction is cut off.

[0057] On-vehicle controllers are respectively arranged at the head and tail of the train to form a dual-controller architecture, ensuring the redundancy of the coupling control and improving the system reliability. During the mechanical coupling process, control the first train set 101 to run at a preset speed to ensure that no excessive impact occurs during the coupling process of the train, avoid mechanical damage, and improve the coupling success rate.

[0058] The preset speed can be adjusted according to the actual coupling situation.

[0059] In some of these embodiments, such as Figure 3 As shown, the second on-vehicle control module 1021 includes a third on-vehicle controller 301 and a fourth on-vehicle controller 302. The third on-vehicle controller 301 is located at the head of the second train set 102, and the fourth on-vehicle controller 302 is located at the tail of the second train set 102. After the second train set 102 receives the coupling instruction and the formation permission information, the fourth on-vehicle controller 302 is set as the primary control device, and the third on-vehicle controller 301 is set as the backup control device. The fourth on-vehicle controller 302 controls the second train set 102 to remain stationary at a preset position and determines whether the mechanical coupler on the coupling side of the second train set 102 is in a connected state.

[0060] The second train set 102 remains stationary to avoid coupling failure due to the movement of the second train set 102, improving the coupling success rate and safety. The switching design of the primary and backup control devices ensures that the second train set 102 can still stably perform the coupling task in case of a failure. The fourth on-vehicle controller 302 detects the state of the mechanical coupler to ensure the stable connection of the two train sets.

[0061] In some of these embodiments, after the fourth vehicle-mounted controller 302 determines that the mechanical hook on the coupling side is in a connected state, the first vehicle-mounted controller 201 is set as the main control device, the second vehicle-mounted controller 202 is set as the standby control device, and the first vehicle-mounted controller 201 controls the first train set 101 to perform a trial pull of the mechanical hook.

[0062] Through the trial pull detection, it is possible to avoid safety problems during train operation caused by loose or insecure connections of the mechanical hook. The dual controller architecture ensures the redundancy of the control system and improves safety.

[0063] The first vehicle-mounted controller 201 controls the first train set 101 to generate a small traction force to check the firmness of the mechanical hook connection. If no abnormality is detected after the trial pull, it is confirmed that the mechanical hook connection is completed.

[0064] In some of these embodiments, after the mechanical hook is connected, the fourth vehicle-mounted controller 302 is set as the main control device, the third vehicle-mounted controller 301 is set as the standby control device, and the first vehicle-mounted controller 201 and the fourth vehicle-mounted controller 302 respectively issue electrical hook extension control instructions and respectively determine whether the electrical hooks of the first train set 101 and the second train set 102 are in a connected state.

[0065] The first vehicle-mounted controller 201 and the fourth vehicle-mounted controller 302 respectively monitor whether the electrical hooks are in a connected state, thereby ensuring stable train power supply and signal transmission. Through dual monitoring, the reliability of the electrical hook connection is improved and the risk of communication failure is reduced.

[0066] In some of these embodiments, after the electrical hook is connected, the second vehicle-mounted controller 202 and the third controller stop running, the first vehicle-mounted controller 201 is set as the main control device for the entire vehicle, the fourth vehicle-mounted controller 302 is set as the standby control device for the entire vehicle, and the fourth vehicle-mounted controller 302 exchanges data with the first vehicle-mounted controller 201 and performs a self-check of the entire vehicle.

[0067] Since the operation of the entire vehicle no longer requires multiple controllers to manage simultaneously, the second and third vehicle-mounted controllers 301 are turned off to reduce system power consumption. The first vehicle-mounted controller 201 is the main controller and the fourth vehicle-mounted controller 302 is the standby controller, forming a stable redundant architecture to improve the safety performance of train control. Through the self-check mechanism, potential faults are discovered and processed before the train is put into operation, improving system reliability.

[0068] In some of these embodiments, after both the first train set 101 and the second train set 102 receive the decoupling instruction and the formation permission information, the fourth vehicle-mounted controller 302 is set as the main control device, the first vehicle-mounted controller 201 is set as the standby control device, the whole vehicle is controlled to remain stationary at a preset position, the first vehicle-mounted controller 201 controls the first train set 101 to retract the electrical coupler, the fourth vehicle-mounted controller 302 controls the second train set 102 to retract the electrical coupler, and the first vehicle-mounted controller 201 and the fourth vehicle-mounted controller 302 respectively determine whether the electrical coupler is in the disconnected state.

[0069] The whole vehicle remains stationary until the electrical coupler is safely disconnected, avoiding power system failures or other safety risks and improving the safety of the decoupling process. The first train set 101 and the second train set 102 perform a main-standby control device switch during the decoupling process. Even if a certain control device has a problem during the decoupling process, the system can still complete the decoupling normally, ensuring that each train set has a stable control device during the decoupling process.

[0070] In some of these embodiments, after both the first vehicle-mounted controller 201 and the fourth vehicle-mounted controller 302 determine that the electrical coupler is in the disconnected state, the fourth vehicle-mounted controller 302 is set as the main control device, the third vehicle-mounted controller 301 is set as the standby control device, the fourth vehicle-mounted controller 302 synchronizes data with the third vehicle-mounted controller 301, the first vehicle-mounted controller 201 is set as the main control device, the second vehicle-mounted controller 202 is set as the standby control device, and the first vehicle-mounted controller 201 synchronizes data with the second vehicle-mounted controller 202.

[0071] Through data synchronization, it is ensured that the trains after decoupling still have complete operation data and will not be unable to run due to data loss. The automatic detection mechanism ensures data consistency and improves reliability.

[0072] The main control device synchronizes the train status data with the standby control device, including the traction system, braking system, communication status, etc., to ensure information consistency. If data asynchronization is detected, the system will automatically resynchronize.

[0073] In some of these embodiments, after the fourth vehicle-mounted controller 302 and the third vehicle-mounted controller 301, and the first vehicle-mounted controller 201 and the second vehicle-mounted controller 202 have all completed data synchronization, according to the decoupling instruction, the first vehicle-mounted controller 201 determines the running direction of the first train group 101, activates the cab of the first train group 101 in the same direction, and the first train group 101 performs a self-check. According to the decoupling instruction, the fourth vehicle-mounted controller 302 determines the running direction of the second train group 102, activates the cab of the second train group 102 in the same direction, and the second train group 102 performs a self-check. After both the first train group 101 and the second train group 102 have completed the self-check, the first vehicle-mounted controller 201 controls the mechanical hook of the first train group 101 to disconnect, and the fourth vehicle-mounted controller 302 controls the mechanical hook of the second train group 102 to disconnect.

[0074] Since the trains need to run independently after separation, the system activates the correct cab according to the running direction. Through the train self-check system, it is confirmed that all subsystems are normal to avoid faults in the trains after decoupling. The first vehicle-mounted controller 201 controls the first train group 101 to disconnect the mechanical hook. The fourth vehicle-mounted controller 302 controls the second train group 102 to disconnect the mechanical hook, and finally completes the decoupling.

[0075] Through the entire process of direction judgment, cab activation, self-check, and mechanical hook disconnection, it is ensured that the decoupling process is safe, stable, and automated, ensuring that the trains can run normally after decoupling and improving the intelligent level of driverless trains.

[0076] In practical applications, as Figure 4 shown, the train cross-formation redundancy system consists of a first train group 101, a second train group 102, a first vehicle-mounted control module 1011, a second vehicle-mounted control module 1021, and a ground control module 103. The first vehicle-mounted control module 1011 includes a first vehicle-mounted controller 201 and a second vehicle-mounted controller 202. The second vehicle-mounted control module 1021 includes a third vehicle-mounted controller 301 and a fourth vehicle-mounted controller 302. The ground control module 103 includes a target control unit 1031 and a monitoring unit 1032, and the target control unit 1031 communicates with the monitoring unit 1032. The vehicle-mounted controller is responsible for the coupling control process and the decoupling control process during the flexible formation process, controlling the train operation, controlling the electrical hook, controlling the mechanical hook, etc. The monitoring unit 1032 is responsible for sending coupling instructions or decoupling instructions to the first vehicle-mounted controller 201, the second vehicle-mounted controller 202, the third vehicle-mounted controller 301, and / or the fourth vehicle-mounted controller 302, and the target control unit 1031 according to the operation plan. The target control unit 1031 is responsible for sending the permission to enter the flexible formation area, that is, the formation permission information.

[0077] As Figure 5As shown in the figure, an Ethernet interface (ETH) is adopted between the target control unit 1031 and the monitoring unit 1032 of the present system.

[0078] An LTE vehicle-ground wireless interface is adopted between the monitoring unit 1032 and the first vehicle-mounted controller 201, the second vehicle-mounted controller 202, the third vehicle-mounted controller 301 and / or the fourth vehicle-mounted controller 302, and between the target control unit 1031 and the first vehicle-mounted controller 201, the second vehicle-mounted controller 202, the third vehicle-mounted controller 301 and / or the fourth vehicle-mounted controller 302.

[0079] An electrical IO interface is adopted between the first vehicle-mounted controller 201, the second vehicle-mounted controller 202, the third vehicle-mounted controller 301 and / or the fourth vehicle-mounted controller 302 and the electrical hook, and between the first vehicle-mounted controller 201, the second vehicle-mounted controller 202, the third vehicle-mounted controller 301 and / or the fourth vehicle-mounted controller 302 and the mechanical hook.

[0080] The embodiment of the present application provides a train cross-formation redundancy method, including primary and backup processing for the train coupling control process and the train decoupling control process. The train coupling control process is a control process in which two single-formation trains are connected into a coupled formation train, and the train decoupling control process is a control process in which a coupled formation train is decoupled into two single-formation trains.

[0081] During the train coupling control process, when the first train group 101 and the second train group 102 are in the driverless mode, the monitoring unit 1032 issues a coupling control instruction to the first train group 101, the second train group 102 and the target control unit 1031 according to the operation plan. For example, the coupling control instruction is that the first train group 101 couples with the second train group 102. When the target control unit 1031 checks and determines that there is no vehicle in the flexible formation track area and the command is legal according to the coupling control instruction, it allows and only allows the first train group 101 and the second train group 102 to enter.

[0082] After the second train group 102 receives that the coupling control instruction is legal and is allowed by the target control unit 1031, it sets the fourth vehicle-mounted controller 302 as the main control device and the third vehicle-mounted controller 301 as the backup control device. The fourth vehicle-mounted controller 302 automatically controls the second train group 102 to enter the flexible formation area and stop accurately and stably at the specified position, waiting for the first train group 101 to perform impact coupling.

[0083] After the first train set 101 receives the coupling control instruction, the target control unit 1031 permits, and the second train set 102 has stopped accurately and stably at the specified position, set the second vehicle-mounted controller 202 as the main control device and the first vehicle-mounted controller 201 as the standby control device. The second vehicle-mounted controller 202 automatically controls the first train set 101 to run towards the second train set 102 and stop accurately and stably at the specified position from the second train set 102. After stopping accurately and stably, the second vehicle-mounted controller 202 switches to the constant low-speed control mode, restarts and runs towards the second train set 102 and impacts the second train set 102.

[0084] The second vehicle-mounted controller 202 detects whether the coupling-side mechanical hook of the first train set 101 is in the connected state. If it is detected that the coupling-side mechanical hook is already in the connected state, cut off the traction and carry out protection.

[0085] The fourth vehicle-mounted control detects whether the coupling-side mechanical hook of the second train set 102 is in the connected state. When the fourth vehicle-mounted controller 302 reports that the coupling-side mechanical hook is in the connected state, set the first vehicle-mounted controller 201 as the main control device and the second vehicle-mounted controller 202 as the standby control device. The first vehicle-mounted controller 201 controls to carry out the mechanical hook trial pull test to detect whether the mechanical hook is stably connected.

[0086] After the trial pull is successful, the first vehicle-mounted controller 201 and the fourth vehicle-mounted controller 302 send the electrical hook extension control instruction and set the fourth vehicle-mounted controller 302 as the standby control device. After the electrical hooks of the first train set 101 and the second train set 102 are successfully extended, when it is detected that the electrical hooks are both in the connected state, mark the completion of the electrical hook connection.

[0087] After the electrical hook connection is completed, set the second vehicle-mounted controller 202 and the third vehicle-mounted controller 301 to the standby or power-off state, cut off the input and output of the second vehicle-mounted controller 202 and the third vehicle-mounted controller 301, set the first vehicle-mounted controller 201 as the main control device, set the fourth vehicle-mounted controller 302 as the standby control device, and the fourth vehicle-mounted controller 302 conducts data synchronization interaction with the first vehicle-mounted controller 201 to complete the self-inspection of the coupled train formation, mark the successful coupling of the train, and the train can run as a coupled train formation, and has the cross-formation redundancy function of the first vehicle-mounted controller 201 and the fourth vehicle-mounted controller 302.

[0088] During the train decoupling control process, when the train is a coupled formation train and in the driverless mode, the monitoring unit 1032 issues a decoupling control instruction to the coupled formation train and the target control unit 1031 device according to the operation plan. For example, the decoupling control instruction is to decouple the coupled formation train into the first train group 101 and the second train group 102. When the target control unit 1031 device checks and determines that there is no vehicle in the flexible formation track area and the command is legal according to the decoupling control instruction, the coupled formation train is allowed to enter only when permitted.

[0089] After the first on-vehicle controller 201 and the fourth on-vehicle controller 302 receive the decoupling control instruction and are permitted by the target control unit 1031, the fourth on-vehicle controller 302 is set as the main system control device, and the first on-vehicle controller 201 is set as the standby system control device. The fourth on-vehicle controller 302 automatically controls the train to enter the flexible formation area and stop accurately and stably at the specified position.

[0090] After waiting for the train to complete the application of the holding brake, the first on-vehicle controller 201 and the fourth on-vehicle controller 302 control the electrical coupler to retract. After the electrical coupler is retracted, the first on-vehicle controller 201 and the fourth on-vehicle controller 302 detect whether the electrical coupler is in the disconnected state. When it is detected that all the electrical couplers are in the disconnected state, the fourth on-vehicle controller 302 is set as the main system control device of the second train group 102, the third on-vehicle controller 301 is set as the standby system control device of the second train group 102, the first on-vehicle controller 201 is set as the main system control device of the first train group 101, the second on-vehicle controller 202 is set as the standby system control device of the second train group 102, the third on-vehicle controller 301 synchronizes data to the fourth on-vehicle controller 302, and the second on-vehicle controller 202 synchronizes data to the first on-vehicle controller 201.

[0091] After synchronization, the first train group 101 and the second train group 102 will determine their respective exit running directions after the train decoupling is completed according to the decoupling command information, and activate their respective cabs in the same direction as the direction. After the single-formation train completes the self-check, the first train group 101 and the second train group 102 control the mechanical coupler to uncouple. After the mechanical coupler is disconnected, it is determined that the train decoupling is completed and the train can run as a single-formation train.

[0092] It should be noted that the above-mentioned various modules can be functional modules or program modules, and can be implemented either by software or by hardware. For the modules implemented by hardware, the above-mentioned various modules can be located in the same processor; or the above-mentioned various modules can also be located in different processors in any combination form.

[0093] 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 recorded in this specification.

[0094] The above-described embodiments merely represent several implementation manners of the present application. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the appended claims.

Claims

1. A train cross-marshaling redundancy system, characterized in that: The redundant system is configured in an unmanned train, and includes a first train set and a second train set. After the first train set and the second train set are coupled, they are connected to form a complete train; including: The ground control module includes a target control unit and a monitoring unit, wherein the monitoring unit is configured to send a coupling instruction or a decoupling instruction to the first train set, the second train set and the target control unit respectively, and the target control unit is configured to send a marshaling permission information to the first train set and the second train set respectively according to the coupling instruction or the decoupling instruction; The first on-board control module is located in the first train set and communicates with the ground control module, including a main system control device and a standby system control device, and is configured to control the first train set to couple and uncouple in coordination with the main system control device and the standby system control device according to the coupling instruction, uncoupling instruction and marshaling permission information. After the coupling is completed, the main system control device controls the whole train to run; The second on-board control module is located in the second train set and communicates with the ground control module. It includes a main system control device and a standby system control device. The main system control device and the standby system control device are configured to collaboratively control the second train set to couple and uncouple according to coupling instructions, uncoupling instructions and marshaling permission information. After the coupling is completed, the standby system control device assists the main system control device of the first on-board control module in controlling the operation of the entire vehicle.

2. The train cross-marshaling redundancy system according to claim 1, characterized in that: In the coupling stage, according to the coupling instruction and the marshaling permission information, the first onboard control module and the second onboard control module respectively switch their respective main system control devices and standby system control devices, and the switched main system control devices and standby system control devices respectively control the corresponding train groups to perform mechanical coupling and electrical coupling; During the unmarshaling stage, according to the unmarshaling instructions and marshaling permission information, the first on-board control module and the second on-board control module respectively switch their respective main system control devices and backup system control devices. The switched main system control devices and backup system control devices respectively control the corresponding train groups to perform electrical hook disconnection and mechanical hook disconnection.

3. The train cross-marshaling redundancy system according to claim 2, characterized in that: The first on-board control module includes a first on-board controller and a second on-board controller, the first on-board controller is located at the front of the first train set, and the second on-board controller is located at the rear of the first train set; After the first train set receives the coupling instruction and the marshaling permission information, the second onboard controller is set as the main system control device, and the first onboard controller is set as the backup system control device. The second onboard controller controls the first train set to run toward the second train set at a preset speed, hit the second train set, and determine whether the mechanical hook on the coupling side of the first train set is in a connected state. If so, the traction is cut off.

4. The train cross-marshaling redundancy system according to claim 3 is characterized in that: The second on-board control module includes a third on-board controller and a fourth on-board controller; the third on-board controller is located at the front of the second train set, and the fourth on-board controller is located at the rear of the second train set; After the second train set receives the coupling instruction and the marshaling permission information, the fourth onboard controller is set as the main system control device, the third onboard controller is set as the backup system control device, and the fourth onboard controller controls the second train set to remain stationary at a preset position to determine whether the mechanical hook on the coupling side of the second train set is in a connected state.

5. The train cross-marshaling redundancy system according to claim 4, characterized in that: After the fourth on-board controller determines that the mechanical hook on the coupling side is in a connected state, the first on-board controller is set as a main control device, the second on-board controller is set as a backup control device, and the first on-board controller controls the first train group to perform a mechanical hook test pull.

6. The train cross-marshaling redundancy system according to claim 4, characterized in that: After the mechanical hook is connected, the fourth on-board controller is set as the main system control device, the third on-board controller is set as the backup system control device, the first on-board controller and the fourth on-board controller respectively issue electrical hook extension control instructions, and respectively determine whether the electrical hooks of the first train group and the second train group are in a connected state.

7. The train cross-marshaling redundancy system according to claim 4, characterized in that: After the electrical hook is connected, the second vehicle-mounted controller and the third controller stop running, the first vehicle-mounted controller is set as the main system control device of the whole vehicle, the fourth vehicle-mounted controller is set as the backup system control device of the whole vehicle, and the fourth vehicle-mounted controller exchanges data with the first vehicle-mounted controller and performs vehicle self-inspection.

8. The train cross-marshaling redundancy system according to any one of claims 5 to 7, characterized in that: After the first train set and the second train set both receive the disassembly instruction and the marshaling permission information, the fourth onboard controller is set as the main system control device, and the first onboard controller is set as the backup system control device to control the entire vehicle to remain stationary at a preset position. The first onboard controller controls the first train set to retract the electrical hook, and the fourth onboard controller controls the second train set to retract the electrical hook. The first onboard controller and the fourth onboard controller respectively determine whether the electrical hook is in a disconnected state.

9. The train cross-marshaling redundancy system according to claim 8, characterized in that: After the first vehicle-mounted controller and the fourth vehicle-mounted controller both determine that the electrical hook is in a disconnected state, the fourth vehicle-mounted controller is set as a main system control device, the third vehicle-mounted controller is set as a backup system control device, the fourth vehicle-mounted controller is synchronized with the third vehicle-mounted controller, the first vehicle-mounted controller is set as a main system control device, the second vehicle-mounted controller is set as a backup system control device, and the first vehicle-mounted controller is synchronized with the second vehicle-mounted controller.

10. The train cross-marshaling redundancy system according to claim 9, characterized in that: After the fourth on-board controller and the third on-board controller, and the first on-board controller and the second on-board controller have completed data synchronization, the first on-board controller determines the running direction of the first train group according to the unmarshaling instruction, activates the cab of the first train group with the same direction, and the first train group performs a self-inspection; according to the unmarshaling instruction, the fourth on-board controller determines the running direction of the second train group, activates the cab of the second train group with the same direction, and the second train group performs a self-inspection; after the first train group and the second train group have completed the self-inspection, the first on-board controller controls the mechanical hook of the first train group to disconnect, and the fourth on-board controller controls the mechanical hook of the second train group to disconnect.

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