Train control method and system, BCU, CCU, TCMS, equipment, train, medium and product

Abstract

The invention provides a train control method and system, a BCU, a CCU, a TCMS, equipment, a train, a medium and a product, the BCU controls a brake pad and a brake disc in a brake unit connected with the BCU to keep a first target distance based on a brake hard wire instruction, meanwhile, the CCU determines message sending moments corresponding to multiple BCUs based on transmission delays of the multiple BCUs, and the message sending moments are sent to the TCMS according to the message sending moments corresponding to the multiple BCUs. And a brake message is sent to the BCUs at the determined message sending moment, so that the multiple BCUs receive the brake message at the same time and control the brake pads to make contact with the brake disc for braking. According to the train control method provided by the embodiment of the invention, on the basis of realizing quicker response and effective control of the CCU of the train to the BCUs arranged in the plurality of carriages, the control consistency of the CCU to the plurality of BCUs is also ensured.

Description

Technical Field

[0001] The present application relates to the field of train control technology, and in particular to a train control method, system, BCU, CCU, TCMS, equipment, train, medium and product. Background Art

[0002] The Tramcar Control and Management System (TCMS) is the core of the train's overall control system. The Central Control Unit (CCU) in it can be used to control the Brake Control Units (BCU) installed in multiple carriages to brake the train.

[0003] In the prior art, the CCU transmits a hard-wired braking instruction to the BCU through a hard-wired circuit, making it impossible for the BCU to control the braking unit to perform braking. The method in which the CCU sends a braking message to the BCU, making the BCU control the braking unit to perform braking, will cause the problem of multiple BCUs receiving the braking message asynchronously.

[0004] Therefore, how to achieve higher efficiency and better consistency when the CCU in the train control system controls multiple BCUs is a technical problem that needs to be solved in this field. Summary of the Invention

[0005] The present application provides a train control method, system, BCU, CCU, TCMS, equipment, train, medium and product, so that when the CCU controls multiple BCUs, it can have higher efficiency and ensure better consistency.

[0006] The first aspect of the present application provides a train control method, which is applied to a CCU, comprising: when a braking hard-wire instruction on a hard-wire loop is monitored, determining the braking message sending time corresponding to the multiple braking control units BCU connected to the CCU based on the transmission delay of the multiple BCUs; the braking hard-wire instruction is used to enable the multiple BCUs to respectively control the corresponding brake pads and brake discs to maintain a first target distance; according to the braking message sending time of the multiple BCUs, corresponding braking messages are sent to the multiple BCUs respectively, so that the multiple BCUs receive the braking messages at the same time, and respectively control the corresponding brake pads to contact the brake discs for braking.

[0007] The second aspect of the present application provides a train control method, applied to the BCU, including: when a braking hard-line instruction on the hard-line loop is monitored, controlling the brake pads in the connected braking unit to maintain a first target distance with the brake disc; receiving a braking message sent by the central processing unit CCU; and in response to the braking message, controlling the brake pads to contact the brake disc for braking.

[0008] A third aspect of the present application provides a central processing unit (CCU), which is configured to: upon detecting a braking hard-wire instruction on a hard-wire loop, determine the braking message sending time corresponding to the multiple braking control units (BCUs) connected to the CCU based on the transmission delay of the BCUs; the braking hard-wire instruction is used to enable the multiple BCUs to respectively control the corresponding brake pads and brake discs to maintain a first target distance; and, according to the braking message sending time of the multiple BCUs, send corresponding braking messages to the multiple BCUs respectively, so that the multiple BCUs receive the braking messages at the same time, and respectively control the corresponding brake pads to contact the brake discs for braking.

[0009] The fourth aspect of the present application provides a BCU, which is configured to: control the brake pads in the braking unit of the train to maintain a first target distance from the brake disc when a braking hard-line instruction on the hard-line loop is detected; and receive a braking message sent by a central processing unit CCU, and in response to the braking message, control the brake pads to contact the brake disc for braking.

[0010] In a fifth aspect, the present application provides a vehicle control system TCMS, comprising at least one CCU as described in the third aspect.

[0011] The sixth aspect of the present application provides a train control system, comprising: a plurality of braking control units BCU as described in the fourth aspect; a vehicle control system TCMS as described in the fifth aspect, wherein the TCMS is used to control the plurality of BCUs.

[0012] The seventh aspect of the present application provides a train, comprising a train control system as described in the sixth aspect.

[0013] In an eighth aspect, the present application provides an electronic device comprising: a processor, and a memory communicatively connected to the processor; the memory stores computer-executable instructions; and the processor executes the computer-executable instructions stored in the memory to implement the method described in the first aspect.

[0014] In a ninth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the method described in the first aspect.

[0015] In a tenth aspect, the present application provides a computer program product, comprising a computer program, which implements the method described in the first aspect when executed by a processor.

[0016] In summary, in the train control method, system, BCU, CCU, TCMS, equipment, train, medium, and product provided by the present application, the BCU controls the brake pads and brake discs in the connected brake units to maintain a first target spacing based on a hard-wired braking instruction. Simultaneously, the CCU determines the message sending times corresponding to the multiple BCUs based on the transmission delays of the multiple BCUs, and sends a braking message to the BCU at the determined message sending times, so that the multiple BCUs simultaneously receive the braking message and respectively control the brake pads and brake discs to engage for braking. Because the BCU's braking control is implemented in two stages, in the first stage, the hard-wired loop is used to trigger the BCU to start braking as soon as possible, eliminating the mechanical idle travel between the brake pads and brake discs in advance, reducing the impact of communication delays, thereby shortening the subsequent braking response time and the overall braking execution time, and improving the overall braking response speed and efficiency. In the second stage, based on the message sending times corresponding to the multiple BCUs determined by the CCU, it is ensured that the multiple BCUs can receive the braking message simultaneously, thereby ensuring the consistency of the braking action and braking parameters when the BCU controls the corresponding braking units for braking. Therefore, the train control method provided in this embodiment uses a control mechanism that coordinates hard-wired loops and message transmission. This allows the train's CCU to respond more quickly and effectively to the BCUs installed in multiple carriages, while also ensuring the consistency of the CCU's control over multiple BCUs. This reduces excessive impact and excessive wear on the brake units caused by asynchronous braking, effectively improving the stability of the brake units and the entire system in which they are located, ensuring the long-term braking effect of the entire train and thus extending its service life. Furthermore, it can reduce the overall jerking of the train caused by the sequential intervention of the brake units. Furthermore, the train control system provided in this embodiment of the application is relatively simple to implement, making the train control system more stable and reliable. There is no complex equipment in the train control system, and the requirements for real-time network communication are lower, which is more conducive to the application and promotion of the train control system provided in this application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0018] Figure 1 A schematic diagram of the application scenario of this application;

[0019] Figure 2 A schematic diagram of the interaction between a CCU and multiple BCUs in the first related technology;

[0020] Figure 3 Schematic diagram of the interaction between a CCU and multiple BCUs in the second related technology;

[0021] Figure 4 A schematic structural diagram of an embodiment of a train control system provided by this application;

[0022] Figure 5 A schematic diagram of the structure of the hard-wired loop provided for this application;

[0023] Figure 6 A flow chart of an embodiment of a train control method provided by this application;

[0024] Figure 7 A schematic diagram of the state of the brake unit provided in this application;

[0025] Figure 8 A schematic diagram of the mapping relationship provided for this application;

[0026] Figure 9 A schematic diagram of a flow chart of an embodiment of determining transmission delay provided by this application;

[0027] Figure 10 A specific timing diagram of the train control method provided in this application;

[0028] Figure 11 This is a schematic diagram of the structure of an electronic device provided in this application. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0030] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the numbers used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0031] Figure 1 This is a schematic diagram of the application scenario of this application, such as Figure 1 As shown, the present application is applied to rail transportation vehicles such as trains. Specifically, the trains can be trains, high-speed trains, cloud buses, light rail trains, maglev trains, etc. Since the trains include multiple independent carriages, when starting, braking, etc. of the trains, it is necessary to provide a control system that can control the train as a whole.

[0032] Specifically, the Tramcar Control and Management System (TCMS) is the core of the train's overall control. It can be used to integrate, convert, and transmit signals from different systems, carriages, and different types inside and outside the train, perform necessary logical processing and judgment, and provide real-time control signals and status feedback for various control systems and modules of the entire vehicle.

[0033] like Figure 1 The TCMS shown includes a central control unit (CCU) 1 , wherein the CCU 1 can be used to control a plurality of brake control units (BCU) 2 .

[0034] The CCU1 can be used to perform vehicle signal processing, vehicle status recording, time management, fault diagnosis, and protection. It utilizes an independent control unit for program execution and supports programming. The device supports I / O scanning, internal controller, and peripheral communication.

[0035] The BCU2 can be used to control the corresponding brake unit 3, for example, specifically to control the operation of the brake caliper, etc. The CCU1 is connected to multiple BCU2s and can be used to control each BCU2 to operate the corresponding brake unit 3 to achieve vehicle braking.

[0036] exist Figure 1In the example shown, the CCU1 in the TCMS is used to control three BCU2s, designated BCU2-1, BCU2-2, and BCU2-3. The CCU1 in the TCMS is typically located in the lead or tail car of a train, while the three BCU2s are located in three carriages of the train, controlling the braking of the corresponding brake units 3. For example, BCU2-1 controls braking of brake unit 3-1, BCU2-2 controls braking of brake unit 3-2, and BCU2-3 controls braking of brake unit 3-3.

[0037] In one embodiment, the TCMS includes two CCU1s with hot standby redundancy. The two CCU1s are set as master and standby. When one CCU1 controls multiple BCU2s, the other CCU1 is in hot standby redundancy. Once the currently controlling CCU1 fails, the other CCU1 can replace it to continue controlling multiple BCU2s, thereby improving the stability of the TCMS under different situations.

[0038] Since CCU1 needs to control multiple BCU2s, and multiple BCU2s are set in different carriages, the distance between CCU1 and each BCU2 is different. Therefore, the same interaction method needs to be set between CCU1 and multiple BCU2s to ensure that CCU1 effectively controls multiple BCU2s.

[0039] Figure 2 A schematic diagram of the interaction between CCU and multiple BCUs in the first related technology is shown in FIG. Figure 2 In the first related technology shown, the CCU 1 and multiple BCUs 2 are each connected to a hardwire circuit 4. Specifically, the hardwire circuit 4 refers to a circuit running through each carriage, composed of hard wiring, relays, pushbutton switches, and the like, that transmits information. The hardwire circuit 4 can be used to transmit information across carriages, such as a safety brake circuit used to transmit safety brake signals across carriages, and a door closed circuit used to transmit information across carriages about whether each door is fully closed. The hardwire circuit 4 supports both high-level and low-level hardwire commands. For example, the CCU 1 can send a high-level hardwire command to the hardwire circuit 4. Upon receiving the high-level hardwire command via the hardwire circuit 4, the multiple BCUs 2 can control their connected brake units 3 to apply brakes. Due to the high transmission speed of the hardwire circuit 4, the time difference between the hardwire commands received by the multiple BCUs 2 can be minimized, thus ensuring, to a certain extent, the temporal consistency of the BCUs' braking control based on the hardwire commands.

[0040] but, Figure 2In the first related technology shown, since the hard-wire loop 4 can only transmit high-level or low-level signals, and CCU1 needs to send information such as braking type, deceleration, load, etc. to BCU2 in some cases, Figure 2 The hard-wire loop 4 shown cannot transmit this information, which limits the interaction and control functions that can be achieved between the CCU1 and the BCU2.

[0041] Figure 3 A schematic diagram of the interaction between CCU and multiple BCUs in the second related technology is shown in FIG. Figure 3 In the second related technology shown, CCU1 is connected to the corresponding BCU2 through a switch 5 and a remote input / output module (RIOM) 6. RIOM is used for data acquisition and data conversion and forwarding, and RIOM6 and switch 5 are set in the car where the connected BCU2 is located. For example, CCU1 sends a braking message to BCU2-1 through the switch 5-1 and RIOM6-1 set in the first car, and CCU1 sends a braking message to BCU2-2 through the switch 5-1, the switch 5-2 set in the second car, and RIOM6-2. CCU1 sends a braking message to BCU2-3 through the switch 5-1, the switch 5-2, the switch 5-3 set in the third car, and RIOM6-3.

[0042] exist Figure 3 As shown in the braking instruction, the braking information sent by the CCU1 to the BCU2 is sent in the form of a braking message. The specific form of the braking message can be a controller area network (Controller Area Network, abbreviated as: CAN) message, an MVB message or an Ethernet message.

[0043] but, Figure 3In the second related technology shown, since the CCU1 is typically located in the lead or tail car of a train, while the BCU2s are distributed throughout the train's carriages, the brake messages sent by the CCU1 to different BCU2s travel different distances and pass through different devices, such as switches 5. As the distance between the CCU1 and BCU2 increases, the brake messages require more forwarding from switches 5 or other devices, resulting in a certain transmission delay between the time the CCU1 actually sends the brake message and the time the BCU2 receives it. Furthermore, each BCU2 has a different transmission delay, resulting in asynchronous braking of the brake units 3 by the multiple BCU2s installed in the multiple carriages based on the received brake messages. Once the brake units 3 of multiple carriages of the train cannot brake synchronously, the braking force that should have been borne by the multiple carriages is borne by the brake system that was applied first, causing a greater impact and more wear on the brake units 3 that were applied first; and the traction force that should have been borne by the multiple carriages is borne by the brake system that was released later, which also causes a large impact and more wear on the brake units 3 that were released later.

[0044] Therefore, in the above Figure 2 Since both the first and second related technologies shown have their own shortcomings, how to ensure the consistency of CCU1's control over multiple BCU2s on the basis of achieving more effective control of the BCU2s installed in multiple carriages by the train's CCU1 is a technical problem that needs to be solved in this field.

[0045] Based on this, the present application provides a train control method that enables the CCU1 to control multiple BCU2s with both higher efficiency and better consistency. The technical solution of the present application is described in detail below using specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments.

[0046] Figure 4 This is a structural diagram of an embodiment of a train control system provided by this application, as shown in FIG. Figure 4 The train control system shown includes: a TCMS and a plurality of BCU2, wherein the TCMS is used to control the plurality of BCU2.

[0047] exist Figure 4In the example shown, the train control system includes three BCUs 2, designated BCU2-1, BCU2-2, and BCU2-3. The three BCUs 2 can be respectively installed in three carriages of the train and used to control the braking of the corresponding brake units 3 in the three carriages. For example, BCU2-1 is used to control the braking of brake unit 3-1, BCU2-2 is used to control the braking of brake unit 3-2, and BCU2-3 is used to control the braking of brake unit 3-3.

[0048] like Figure 4 The TCMS shown also includes RIOM6 and switch 5 corresponding to BCU2. For example, BCU2-1 is connected to CCU1 via RIOM6-1 and switch 5-1, BCU2-2 is connected to switch 5-2 via RIOM6-2, and BCU2-3 is connected to switch 5-3 via RIOM6-3. Switch 5-1, switch 5-2, and switch 5-3 are connected in sequence. Then, CCU1 can send a brake message to BCU2-1 via switch 5-1 and RIOM6-1, send a brake message to BCU2-2 via switch 5-1, switch 5-2, and RIOM6-2, and send a brake message to BCU2-3 via switch 5-1, switch 5-2, switch 5-3 set in the third car, and RIOM6-3.

[0049] At the same time, if Figure 4 In the train control system shown, the CCU1 and multiple BCUs 2 are all connected to a hardwired loop 4. The CCU 1 can be used to send hardwired commands to the hardwired loop 4, and the multiple BCUs 2 can monitor the hardwired commands on the hardwired loop 4. The data collection operations of the multiple BCUs 2 are performed independently and independently of each other, which can improve braking reliability. Even if one BCU 2 fails, it will not affect the braking performance of the other BCUs 2.

[0050] For example, Figure 5 The structural diagram of the hard-wired circuit provided for this application is as follows: Figure 5 As shown, a relay 41 and a power supply unit 42 are specifically provided on the hardwire loop 4. The CCU 1 or external unit 7 can send hardwired commands to the hardwire loop by controlling the opening and closing of relay 41. For example, when CCU 1 controls relay 41 to open, the high level provided by power supply unit 42 to hardwire loop 4 can be a braking hardwired command. Each BCU 2 can be used to collect the level on the hardwire loop 4 to monitor whether a braking hardwired command has been received. For example, BCU 2-1 monitors the braking hardwired command through collection point A, BCU 2-2 monitors the braking hardwired command through collection point B, and BCU 2-3 monitors the braking hardwired command through collection point C.

[0051] In one embodiment, the external unit 7 may be an external driver controller, etc., wherein the driver controller may be composed of various switches, indicator lights, handles, etc., for operating the train to achieve manual control.

[0052] Figure 6 This is a flow chart of an embodiment of the train control method provided by this application, as shown in FIG. Figure 6 The train control method shown can be applied to Figure 4 In the train control system shown in FIG, it is specifically executed by CCU1 and multiple BCU2. Specifically, as Figure 6 The methods shown include:

[0053] S1: CCU1 sends a braking hard-wire instruction to the hard-wire loop 4, or the external device 7 sends a braking hard-wire instruction to the hard-wire loop 4. Specifically, the way in which CCU1 or the external device 7 sends a braking hard-wire instruction to the hard-wire loop 4 can refer to Figure 5 As shown, no further details are given.

[0054] S2: For each BCU2 among the multiple BCU2, when a braking hard-wire instruction on the hard-wire loop 4 is detected, the brake pad and brake disc in the brake unit connected to the BCU2 are controlled to maintain a first target distance.

[0055] Combine Figure 5 In the scenario shown, in S2-1, BCU2-1 controls the brake pads in the connected brake unit 3-1 to maintain a first target distance from the brake disc, in S2-2, BCU2-2 controls the brake pads in the connected brake unit 3-2 to maintain a first target distance from the brake disc, and in S2-3, BCU2-3 controls the brake pads in the connected brake unit 3-3 to maintain a first target distance from the brake disc. It can be understood that since the transmission delay of the hard-wire loop 4 in transmitting the braking hard-wire instruction is small, multiple BCU2s can be regarded as detecting the braking hard-wire instruction on the hard-wire loop 4 at the same time, and simultaneously start to control the brake pads in their respective connected brake units 3 to maintain the first target distance from the brake disc.

[0056] Specifically, Figure 7 The state diagram of the brake unit provided in this application is as follows: Figure 7As shown, the brake unit includes brake pads 31 (Friction Pads) and brake discs 32, wherein the brake discs 32 are generally circular metal parts made of cast iron or alloy materials, fixed to the wheels of the vehicle and rotating with the wheels. The brake pads 31, also known as friction pads or brake pads, are installed in the brake calipers 33. When the driver steps on the brake pedal, the brake calipers 33 apply pressure to the brake pads 31 toward the brake discs 32 through the hydraulic or pneumatic system. At this time, under the action of the brake calipers 33, the brake pads 31 will contact the surface of the brake discs 32. When the brake pads 31 come into contact with the high-speed rotating brake discs 32, huge friction is generated between the two. This friction converts the kinetic energy of the vehicle into heat energy, thereby slowing down the wheels until they stop rotating to achieve braking.

[0057] Further, combined with Figure 7 As shown, in the S1 unbraking state, the brake caliper 33 does not apply pressure to the brake pad 31 toward the brake disc 32, and the second target distance L1 is maintained between the brake pad 31 and the brake disc 32 to prevent rotational bouncing contact during vehicle movement. In the S3 braking state, the brake caliper 33 applies pressure to the brake pad 31 toward the brake disc 32 so that the brake pad 31 and the brake disc 32 surface contact, and the distance between the two is 0. It can be seen that the brake unit does not produce an effective braking effect in the process from the S1 unbraking state to the S3 braking state. The travel of the brake pad 31 in this process can be called the braking idle travel, or it can also be called the braking free travel or braking pre-travel.

[0058] However, since there is a certain amount of idle travel between the time when the BCU2 starts to control the connected brake unit to brake and the time when the brake pad 31 and the brake disc 32 in the brake unit come into contact to brake, the braking of each brake unit controlled by multiple BCU2s may not be synchronized. Therefore, in order to further ensure the synchronization of the braking of each brake unit controlled by multiple BCU2s, the present application provides an intermediate state S2 between S1 and S3. Figure 7 As shown, in the intermediate state S2 , the brake caliper 33 applies pressure to the brake pad 31 toward the brake disc 32 and controls the brake pad 31 and the brake disc 32 to maintain a first target distance L2 .

[0059] In one embodiment, the first target spacing L2 has a value range of 0.1 mm to 0.5 mm. It is understandable that the first target spacing L2 is smaller than the first target spacing.

[0060] Then in Figure 6 In the control method shown, each of the multiple BCU2s controls the corresponding brake pad to maintain a first target distance with the brake disc, so that Figure 6 Before S4 in the process, the brake pads and brake discs controlled by the multiple BCU2s all maintain the first target distance.

[0061] S3: When the CCU1 detects a hard-wired braking instruction on the hard-wired loop, it determines the corresponding braking message sending times of the multiple BCUs based on the transmission delays of the multiple BCUs 2 connected to the CCU1.

[0062] Specifically, after determining the transmission delays of multiple BCU2s, CCU1 determines the longest transmission time Tmax based on the transmission delays of multiple BCU2s. It then determines the message sending time corresponding to each BCU2 based on the difference between the longest transmission time Tmax and the transmission delay of each BCU2. For example, the difference between the longest transmission time Tmax and BCU2-1's transmission delay 1 is the corresponding brake message sending time for BCU2-1, the difference between the longest transmission time Tmax and BCU2-2's transmission delay 2 is the corresponding brake message sending time for BCU2-2, and the difference between the longest transmission time Tmax and BCU2-3's transmission delay 3 is the corresponding brake message sending time for BCU2-3.

[0063] In one embodiment, after the external device 7 sends a braking hard-wire instruction, CCU1 can monitor the braking hard-wire instruction on the hard-wire loop and determine the braking message sending time corresponding to multiple BCUs based on the transmission delay of multiple BCU2 connected to CCU1.

[0064] In another embodiment, when CCU1 sends a braking hard-wired instruction to the hard-wired loop, after sending the braking hard-wired instruction to the hard-wired loop, CCU1 can determine the braking message sending time corresponding to multiple BCUs based on the transmission delay of multiple BCU2s connected to CCU1.

[0065] It is understandable that S1 executed by CCU1 and S2 executed by multiple BCU2s can overlap in time. The two periods of time, based on the CCU1 sending a braking message to BCU2 and the BCU2 executing control of the braking unit to eliminate idle travel, both begin with the braking hard-wired instruction on the hard-wired circuit, and the order of these two periods does not affect the actual braking effect. Therefore, in this embodiment, S1 executed by CCU1 and S2 executed by multiple BCU2s are arranged to overlap in time to overall reduce the duration of the CCU1 sending braking messages to BCU2, reduce the total braking time, and thus improve braking efficiency.

[0066] In one embodiment, before S3, CCU1 also determines the transmission delays of multiple BCU2s from its stored mapping relationships. For example, Figure 8 A schematic diagram of the mapping relationship provided for this application, such as Figure 8 The mapping relationship shown includes multiple BCU2s and the corresponding relationship between each BCU2 and its transmission delay. For example, it specifically includes the corresponding relationship between BCU2-1 and transmission delay 1, the corresponding relationship between BCU2-2 and transmission delay 2, and the corresponding relationship between BCU2-3 and transmission delay 3.

[0067] S4: The CCU1 sends corresponding braking messages to the multiple BCU2s according to the braking message sending intervals of the multiple BCU2s determined in S3, and the multiple BCU2s receive their respective braking messages.

[0068] S5: Multiple BCUs 2 control the brake pads and brake discs in their corresponding brake units 3 to apply braking. Based on the target clamping force and pressure curve information contained in the braking message, the pressure between the brake pads and the brake disc is controlled. This allows for more precise adjustment of the braking force applied by the brake pads on the brake disc, ensuring consistency in braking action and parameters across multiple BCUs 2.

[0069] In one embodiment, after receiving their respective brake messages, multiple BCUs 2 can begin executing the brake messages. Alternatively, in another embodiment, after receiving their respective brake messages, multiple BCUs 2 can cache the brake messages and execute them after a preset delay. The preset delay duration can be set in advance or included in the brake message. Alternatively, the brake message can also include the actual execution time, so that each BCU 2 executes the brake message at the same execution time after receiving the brake message, as indicated by the brake message.

[0070] Among them, since CCU1 sends the braking message based on the message sending time determined by the transmission delay, the difference between the moments when multiple BUC2 receive their respective braking messages is within an acceptable tolerance range. At this time, multiple BUC2 can be considered to be at the same moment, and multiple BCU2 can also control their corresponding brake pads to contact the brake disc for braking at the same moment after receiving the braking message. At this time, the moments when the brake pads and brake discs located in multiple carriages contact and brake can be considered to be at the same moment, thereby ensuring the braking consistency of multiple brake units 3 respectively controlled by multiple BCU2s, achieving better braking effect, and reducing wear caused by inconsistent braking.

[0071] In summary, in the train control method provided in this embodiment, BCU2 controls the brake pads and brake discs in the connected brake unit to maintain a first target distance based on the brake hard-line instruction. At the same time, CCU1 determines the message sending time corresponding to multiple BCU2s based on the transmission delay of multiple BCU2s, and sends a braking message to BCU2 at the determined message sending time, so that multiple BCU2s receive the braking message at the same time and respectively control the brake pads to contact the brake discs for braking.

[0072] It can be seen that the braking control of BCU2 is implemented in two stages. In the first stage, the hard-wired loop is used to trigger BCU2 to start braking as soon as possible, eliminate the mechanical idle travel between the brake pad and the brake disc in advance, reduce the impact of communication delay, thereby shortening the subsequent braking response time and the overall braking execution time, and improving the overall braking response speed and efficiency. In the second stage, based on the message sending time corresponding to multiple BCU2s determined by CCU1, it is ensured that multiple BCU2s can receive the braking message at the same time, thereby ensuring the consistency of the braking action and braking parameters when BCU2 controls the corresponding braking unit to perform braking.

[0073] Therefore, the train control method provided by this embodiment uses a control mechanism that coordinates hard-wire loop and message transmission to overcome the problems such as Figure 2 The first related art shown in FIG has the disadvantage of limited braking information not being transmitted, and overcomes the disadvantage of Figure 3 The consistency problem in the second related technology shown can be solved, so that on the basis of realizing faster response and effective control of the CCU1 of the train to the BCU2 installed in multiple carriages, the consistency of the control of multiple BCU2s by CCU1 is ensured, and excessive impact and excessive wear of the braking unit caused by asynchronous braking are reduced, the stability of the braking unit and the entire system in which it is located is effectively improved, the long-term braking effect of the train as a whole is ensured, thereby extending the service life, and the overall jerking feeling of the train caused by the sequential intervention of the braking units can be reduced.

[0074] In addition, the implementation of the train control system provided by the embodiment of the present application is relatively simple, making the train control system more stable and reliable. There is no complex equipment in the train control system, and the requirements for real-time network communication are lower, which is more conducive to the application and promotion of the train control system provided by the present application.

[0075] In one embodiment, after S5, when the external device 7 or CCU1 stops sending the hard-wired braking command to the hard-wired loop 4, the BCU2 controls the corresponding brake pads and brake discs to maintain the same state when no hard-wired braking command is detected on the hard-wired loop 4. Figure 7 The second target distance L1 shown causes the braking unit to be in the unbraked state S1.

[0076] More specifically, in the above embodiment, CCU1 can be configured as follows: Figure 8 The mapping relationship shown determines the transmission delay of each BCU, and an embodiment of the present application also provides a method for CCU1 to determine the transmission delay of each BCU2, thereby establishing a mapping relationship based on the determined transmission delay of each BCU2, which is explained below in conjunction with the accompanying drawings.

[0077] Figure 9 This is a flow chart of an embodiment of determining transmission delay provided by this application, such as Figure 9 As shown, the method provided by this embodiment for determining the transmission delay between CCU1 and BCU2 includes:

[0078] S21: CCU1 sends a first message to BCU2.

[0079] Specifically, CCU1 will output a serial number AA in each operation cycle, which corresponds to the timestamp Ta of the current first moment t1. Therefore, CCU1 can send the serial number AA as the first message information to BCU2. During the sending process, the first message information passes through the delay of at least one switch 5 and RIOM6 in turn and finally reaches BCU2.

[0080] S22: BCU2 returns the first message information to CCU1.

[0081] Specifically, the first message information returned by BCU2 to CCU1 is delayed by RIOM6 and at least one switch 5 and finally reaches CCU1. At this time, CCU1 also generates a sequence number BB corresponding to the timestamp Tb of the current second moment t2.

[0082] S23: CCU1 obtains the transmission delay corresponding to BCU2 based on half of the difference between the second time t2 and the first time t1, which can be expressed by the formula: transmission delay t = (t2-t1) / 2.

[0083] In one embodiment, CCU1 can specifically take the average value of the transmission delays t of a preset number of BCU2s that have been determined within a previous period of time as the obtained transmission delay t of BCU2 and store it in the mapping relationship to reduce the impact of random fluctuations in communication duration and improve the accuracy and effectiveness of the determined transmission delay t.

[0084] In addition, according to different braking conditions, the train can divide the braking scenarios into at least: normal braking, emergency braking, parking braking, safety braking, etc. Normal braking and parking braking are the most frequently used, which can be used for deceleration, stopping and parking. Emergency braking and safety braking are generally used in emergency or fault situations. Since the embodiment of the present application has a certain delay on the braking message, in scenarios such as emergency braking or safety braking, CCU1 can also send braking messages to multiple BCU2s without delay to ensure that the braking priority of the braking response is higher than the synchronization accuracy requirement, thereby ensuring the safety of the train as much as possible.

[0085] In one embodiment, when the CCU1 receives an emergency braking command, it may not follow Figure 6 The method shown determines the hard-wired braking instructions of the hard-wired loop and calculates the message sending time. At this time, CCU1 directly sends corresponding braking messages to multiple BCU2s without delay, so that all BCU2s perform braking based on the currently received braking messages.

[0086] In another embodiment, Figure 6 In the illustrated process, if the transmission delay of at least one of the multiple BCU2s determined by CCU1 in S3 exceeds a delay threshold, CCU1 directly sends the corresponding brake message to each of the multiple BCU2s without delay, causing all BCU2s to brake based on the currently received brake message. The delay threshold can be set, for example, to 500ms.

[0087] Figure 10 A specific timing diagram of the train control method provided in this application is as follows: Figure 10 As shown, at 0 ms, the external device 7 sends a braking hard-wire instruction to the hard-wire loop 4.

[0088] 50ms later, BCU2 detects the hardwired braking command on the hardwired circuit and begins eliminating idle travel by adjusting the brake pads and discs in its connected brake unit to the first target spacing. Simultaneously, CCU1 determines the corresponding braking message transmission times for multiple BCU2s: 100ms, 200ms, and 300ms.

[0089] At 100ms, CCU1 sends the corresponding braking message 3 to BCU2-3.

[0090] At 200ms, CCU1 sends the corresponding braking message 2 to BCU2-2.

[0091] At 300ms, CCU1 sends the corresponding braking message 1 to BCU2-1.

[0092] Before 350ms, multiple BCU2s maintain the brake pads and brake discs in the connected brake units at the first target distance.

[0093] At 350ms, BCU2-1, BCU2-2 and BCU2-3 receive the braking message simultaneously.

[0094] At 450ms, BCU2-1, BCU2-2 and BCU2-3 simultaneously start to control the corresponding brake pads to contact the brake disc based on the braking message to perform braking.

[0095] In the aforementioned embodiments of this application, the train control methods provided by the embodiments of this application are described. To implement the various functions of the methods provided by the aforementioned embodiments of this application, the CCU and BCU, as the executing entities, can be implemented through hardware structures and / or software modules. For example, the aforementioned functions can be implemented in the form of hardware structures, software modules, or hardware structures and software modules. Whether any of the aforementioned functions is implemented in the form of hardware structures, software modules, or hardware structures and software modules depends on the specific application and design constraints of the technical solution.

[0096] It should be understood that the division of the various modules of the above device is merely a division of logical functions. In actual implementation, they can be fully or partially integrated into one physical entity, or they can be physically separated. Moreover, these modules can all be implemented in the form of software called by a processing element; or they can all be implemented in the form of hardware; or some modules can be implemented in the form of software called by a processing element, and some modules can be implemented in the form of hardware. For example, the processing module can be a separately established processing element, or it can be integrated into a chip of the above device. In addition, it can also be stored in the memory of the above device in the form of program code, and called by a processing element of the above device to perform the functions of the above-mentioned module. The implementation of other modules is similar. In addition, these modules can all or partly be integrated together, or they can be implemented independently. The processing element described here can be an integrated circuit with signal processing capabilities. In the implementation process, each step of the above method or each module above can be completed by an integrated logic circuit of hardware in the processor element or instructions in the form of software.

[0097] For example, the above modules can be one or more integrated circuits configured to implement the above methods, such as one or more application specific integrated circuits (ASICs), or one or more microprocessors (digital signal processors, DSPs), or one or more field programmable gate arrays (FPGAs). For another example, when a module is implemented in the form of a processing element scheduling program code, the processing element can be a general-purpose processor, such as a central processing unit (CPU) or other processor that can call program code. For another example, these modules can be integrated together and implemented in the form of a system-on-a-chip (SOC). In the above embodiments, all or part of them can be implemented by software, hardware, firmware or any combination thereof.

[0098] For example, Figure 11 This is a schematic diagram of the structure of an electronic device provided in this application, such as Figure 11 The device shown can be used as CCU1 to execute the train control method provided by CCU1 in any embodiment of the present application. Figure 11 The device shown can be used as BCU2 to execute the train control method performed by BCU2 provided in any embodiment of the present application.

[0099] In one embodiment, if Figure 11 The electronic device 1000 shown includes one or more processors 1001 and a memory 1002. The memory 1002 is used to store computer-executable instructions, and the processor 1001 can execute the computer-executable instructions stored in the memory 1002. When the computer-executable instructions are executed by the processor 1001, the processor 1001 implements any of the train control methods described in the aforementioned embodiments of the present application.

[0100] In one embodiment, if Figure 11 The electronic device 1000 shown further includes a communication interface 1003 , wherein the processor 1001 can communicate with other devices via the communication interface 1003 , for example, the processor 1001 obtains a braking hard-line instruction, etc. via the communication interface 1003 .

[0101] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the present invention may be directly implemented by a hardware processor or implemented by a combination of hardware and software modules in the processor.

[0102] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (NVM), such as at least one disk memory.

[0103] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Buses can be classified into address buses, data buses, and control buses. For ease of illustration, the buses in the drawings of this application are not limited to just one bus or just one type of bus.

[0104] An embodiment of the present application also provides a chip for executing instructions, wherein the chip is used to execute any of the train control methods described above in the present application.

[0105] An embodiment of the present application also provides a computer program product, including a computer program, which, when executed, implements any of the train control methods described above in the present application.

[0106] The present application also provides a computer-readable storage medium, which stores computer-executable instructions. When the computer-executable instructions are executed, they can be used to implement any train control method in the aforementioned embodiments of the present application.

[0107] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile memory device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0108] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0109] The division of units is merely a logical functional division; actual implementations may employ alternative divisions, such as combining or integrating multiple units or components into another system, or omitting or disabling certain features. Furthermore, any direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection between devices or units, either through an interface, electrical, mechanical, or other means.

[0110] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0111] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0112] Those skilled in the art will appreciate that all or part of the steps in the above-described method embodiments can be implemented using hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0113] Finally, it should be noted that those skilled in the art will readily identify other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of the present invention and include common knowledge or customary techniques in the art not disclosed herein. The present invention is not limited to the precise structure described above and illustrated in the accompanying drawings, and various modifications and variations may be made without departing from the scope thereof. The scope of the present invention is limited solely by the appended claims.

Claims

1. A train control method, applied to a central control unit (CCU), characterized in that: include: When a hard-wired braking instruction is detected on a hard-wired circuit, the timing for sending braking messages corresponding to the multiple brake control units (BCUs) connected to the CCU is determined based on transmission delays of the multiple BCUs; the hard-wired braking instruction is used to cause the multiple BCUs to control the corresponding brake pads and brake discs to maintain a first target spacing. According to the braking message sending time of the multiple BCUs, corresponding braking messages are sent to the multiple BCUs respectively, so that the multiple BCUs receive the braking messages at the same time and control the corresponding brake pads to contact the brake discs to perform braking.

2. The method according to claim 1, characterized in that Before determining the transmission time of the brake messages corresponding to the multiple brake control units BCUs connected to the CCU based on the transmission delays of the multiple BCUs, the method further includes: The transmission delays of the multiple BCUs are determined from the mapping relationship, wherein the mapping relationship includes the multiple BCUs and a corresponding relationship between each BCU and its transmission delay.

3. The method according to claim 2, characterized in that Also includes: determining transmission delays of the plurality of BCUs; The mapping relationship is established according to the transmission delays of the multiple BCUs.

4. The method according to claim 3, characterized in that The determining the transmission delays of the multiple BCUs includes: Sending first message information to each of the multiple BCUs; Receiving first message information returned by the multiple BCUs respectively; The transmission delays of the multiple BCUs are determined according to the difference between the second time when the first message information is received and the first time when the first message information is sent to each BCU in the multiple BCUs.

5. The method according to claim 3, characterized in that The determining the transmission delays of the multiple BCUs includes: The transmission delays of the multiple BCUs are determined according to an average value of the transmission delays of a preset number of the multiple BCUs.

6. The method according to any one of claims 1 to 5, characterized in that After determining the brake message sending times corresponding to the multiple brake control units BCUs connected to the CCU based on the transmission delays of the multiple BCUs, the method further includes: When the transmission delay of at least one BCU among the multiple BCUs is greater than the delay threshold, corresponding braking messages are sent to the multiple BCUs respectively.

7. The method according to any one of claims 1 to 5, characterized in that Also includes: When an emergency braking command is received, corresponding braking messages are sent to the multiple BCUs respectively.

8. A train control method, applied to a brake control unit BCU, characterized in that: include: When a hard-wired braking instruction on the hard-wired circuit is detected, the brake pad and the brake disc in the connected brake unit are controlled to maintain a first target distance; Receive the braking message sent by the central processing unit CCU; In response to the braking message, the brake pad is controlled to contact the brake disc to perform braking.

9. The method according to claim 8, characterized in that When no braking hard-wire command on the hard-wire circuit is detected, the brake pad and the brake disc are controlled to maintain a second target distance, wherein the second target distance is greater than the first target distance.

10. The method according to claim 8 or 9, characterized in that The step of controlling the brake pad to contact the brake disc to perform braking in response to the brake message includes: After receiving the braking message and delaying for a preset time, the brake pad is controlled to contact the brake disc to perform braking.

11. The method according to claim 8, characterized in that The first target spacing has a value range of 0.1 mm to 0.5 mm.

12. A central processing unit (CCU), characterized in that: Configured to: When a hard-wired braking instruction is detected on a hard-wired circuit, the timing for sending braking messages corresponding to the multiple brake control units (BCUs) connected to the CCU is determined based on transmission delays of the multiple BCUs; the hard-wired braking instruction is used to cause the multiple BCUs to control the corresponding brake pads and brake discs to maintain a first target spacing. Furthermore, corresponding braking messages are sent to the multiple BCUs respectively according to the braking message sending times of the multiple BCUs, so that the multiple BCUs receive the braking messages at the same time and respectively control the corresponding brake pads to contact the brake discs for braking.

13. A brake control unit BCU, characterized in that: Configured to: When a hard-wire braking instruction on the hard-wire circuit is detected, controlling the brake pads and brake discs in the brake unit of the train to maintain a first target distance; and receiving a braking message sent by a central processing unit (CCU), and controlling the brake pad to contact the brake disc to perform braking in response to the braking message.

14. A vehicle control system TCMS, characterized in that: Comprising at least one CCU as claimed in claim 12.

15. A train control system, characterized in that: include: A plurality of brake control units BCU according to claim 13; The vehicle control system TCMS according to claim 14, wherein the TCMS is used to control the multiple BCUs.

16. A train, characterized in that: Comprising the train control system as claimed in claim 15.

17. An electronic device, characterized in that: include: a processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1 to 11.

18. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 11 when executed by a processor.

19. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 11 when being executed by a processor.

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