Combined train control method and device, computer equipment, readable storage medium and program product

Abstract

The invention relates to a combined train control method and device, computer equipment, a readable storage medium and a program product, and relates to the technical field of locomotive wireless reconnection. The method comprises the following steps: acquiring state information and train pipe pressure of a target slave train in real time through a train bus; determining the fault condition of the target slave train according to the state information of the target slave train, the train pipe pressure and the instruction information sent by the master train; under the condition that the fault condition is that the target slave vehicle has the braking system power loss fault, the fault condition is sent to the master vehicle; the master vehicle sends a whole vehicle level pressure reduction instruction to each slave vehicle and a brake control system of the master vehicle based on the fault condition; the whole vehicle level pressure reduction instruction returned by the main vehicle is received; the whole vehicle level pressure reduction instruction is used for controlling the master vehicle and all the slave vehicles to synchronously execute train pipe pressure reduction operation. By adopting the method, the safety risk can be reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of locomotive wireless recombination technology, and in particular to a combined train control method and device, computer equipment, readable storage medium and program product. BACKGROUND

[0002] Currently, multiple locomotives are used to recombine to pull trains, which can increase the traction and braking force of the train to meet the demand for transportation. Locomotive recombination is divided into wired recombination and wireless recombination. Wireless recombination can network multiple locomotives into a distributed train, which can make the train have better traction and braking characteristics. However, when the slave car braking system fails in the case of wireless recombination of the combined train, the slave car cannot brake through the braking system, so as to ensure the synchronous braking control of the whole train. Therefore, the wireless recombination technology of the combined train in the related art has a safety risk. SUMMARY

[0003] Therefore, it is necessary to provide a combined train control method, device, computer equipment, computer readable storage medium and computer program product capable of reducing safety risks.

[0004] In a first aspect, the present application provides a combined train control method applied to a remote control unit of a target slave car in a combined train, wherein the combined train includes a master car and at least one slave car; and the method comprises:

[0005] acquiring state information of the target slave car and train pipe pressure in real time through a vehicle bus;

[0006] determining a fault condition of the target slave car according to the state information of the target slave car, the train pipe pressure and instruction information sent by the master car;

[0007] in a case where the fault condition is a brake system power failure of the target slave car, sending the fault condition to the master car; the master car sends a whole train level pressure reduction instruction to each slave car and a brake control system of the master car based on the fault condition;

[0008] receiving the whole train level pressure reduction instruction returned by the master car; the whole train level pressure reduction instruction is used to control the master car and all slave cars to synchronously execute a train pipe pressure reduction operation.

[0009] In one embodiment, the determination of the fault condition of the target slave car according to the state information of the target slave car, the train pipe pressure and the instruction information sent by the master car comprises:

[0010] determining a state change condition according to the state information of the slave car;

[0011] Determine the pressure change based on the train pipe pressure;

[0012] Based on the changes in status, the changes in pressure, and the instruction information, the fault condition of the target vehicle is determined.

[0013] In one embodiment, the pressure change includes normal and abnormal conditions, and determining the pressure change based on the train pipe pressure includes:

[0014] If the decrease in train pipe pressure within a preset time exceeds a preset threshold, the pressure change is determined to be an abnormal situation.

[0015] If the decrease in train pipe pressure within a preset time is less than or equal to a preset threshold, the pressure change is determined to be normal.

[0016] In one embodiment, the state change includes normal and abnormal states, and determining the state change based on the target vehicle's state information includes:

[0017] If the target stops changing its vehicle status information, the state change is determined to be an abnormal situation.

[0018] If the target vehicle's state information continues to change, the state change is determined to be a normal situation.

[0019] In one embodiment, determining the fault status of the target vehicle based on the state change, the pressure change, and the command information includes:

[0020] If the state change is abnormal, the pressure change is abnormal, and the instruction information does not include a pressure reduction instruction, then the fault condition is determined to be a brake system power failure fault.

[0021] In one embodiment, the combined train control method further includes:

[0022] If the fault condition is that the target vehicle has a fault, the fault condition will be displayed on the target vehicle's display screen.

[0023] The fault information is sent to the main vehicle so that the fault information is displayed on the main vehicle's display screen.

[0024] Secondly, this application also provides a combined train control device, applied to a remote control unit of a target slave car in a combined train, the combined train including a master car and at least one slave car; comprising:

[0025] The data acquisition module is used to acquire the status information and train pipe pressure of the target slave car in real time through the vehicle bus;

[0026] The fault detection module is used to determine the fault status of the target slave car based on the status information of the target slave car, the train pipe pressure, and the instruction information sent by the master car.

[0027] The fault feedback module is used to send the fault status to the master vehicle when the target slave vehicle has a braking system power failure fault; the master vehicle sends a vehicle-level decompression command to each slave vehicle and the master vehicle's braking control system based on the fault status;

[0028] The instruction receiving module is used to receive the whole-vehicle-level decompression instruction returned by the master car; the whole-vehicle-level decompression instruction is used to control the master car and all slave cars to synchronously perform train pipe decompression operation.

[0029] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0030] The status information of the target slave vehicle and the train pipe pressure are obtained in real time through the vehicle bus.

[0031] The fault status of the target slave car is determined based on the status information of the target slave car, the train pipe pressure, and the instruction information sent by the master car.

[0032] If the fault condition is that the target slave vehicle has a braking system power failure, the fault condition is sent to the master vehicle; based on the fault condition, the master vehicle sends a vehicle-level decompression command to each slave vehicle and the master vehicle's braking control system;

[0033] The system receives the vehicle-level decompression command returned by the master car; the vehicle-level decompression command is used to control the master car and all slave cars to synchronously perform train pipe decompression operation.

[0034] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the following steps:

[0035] The status information of the target slave vehicle and the train pipe pressure are obtained in real time through the vehicle bus.

[0036] The fault status of the target slave car is determined based on the status information of the target slave car, the train pipe pressure, and the instruction information sent by the master car.

[0037] If the fault condition is that the target slave vehicle has a braking system power failure, the fault condition is sent to the master vehicle; based on the fault condition, the master vehicle sends a vehicle-level decompression command to each slave vehicle and the master vehicle's braking control system;

[0038] The system receives the vehicle-level decompression command returned by the master car; the vehicle-level decompression command is used to control the master car and all slave cars to synchronously perform train pipe decompression operation.

[0039] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:

[0040] The status information of the target slave vehicle and the train pipe pressure are obtained in real time through the vehicle bus.

[0041] The fault status of the target slave car is determined based on the status information of the target slave car, the train pipe pressure, and the instruction information sent by the master car.

[0042] If the fault condition is that the target slave vehicle has a braking system power failure, the fault condition is sent to the master vehicle; based on the fault condition, the master vehicle sends a vehicle-level decompression command to each slave vehicle and the master vehicle's braking control system;

[0043] The system receives the vehicle-level decompression command returned by the master car; the vehicle-level decompression command is used to control the master car and all slave cars to synchronously perform train pipe decompression operation.

[0044] The aforementioned combined train control method, device, computer equipment, computer-readable storage medium, and computer program product, in this method, the remote control unit of the target slave car in the combined train obtains the real-time status information and train pipe pressure of the target slave car through the vehicle bus to grasp the real-time operation of the target slave car; based on the status information, train pipe pressure, and command information sent by the master car, the fault condition of the target slave car is determined, comprehensively considering multiple factors to determine the fault condition of the target slave car, reducing the probability of misjudgment; in the case where the fault condition is a braking system power failure in the target slave car, The fault information is sent to the master train, and the fault information of the target train is promptly reported to the master train, ensuring centralized command and control and timely information. Based on the fault information, the master train sends a whole-vehicle-level decompression command to each slave train and the master train's braking control system; it also receives the whole-vehicle-level decompression command returned by the master train. The whole-vehicle-level decompression command is used to control the master train and all slave trains to synchronously perform train pipe decompression operations. After detecting faults such as loss of power in the braking system, the master train can issue a unified decompression command to all slave trains to achieve overall braking, deceleration or stopping of the train, avoiding local loss of control and thus reducing safety risks. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 This is a schematic diagram of a distributed train formation with multiple wirelessly coupled units in a related technology.

[0047] Figure 2 This is an application environment diagram of the combined train control method in one embodiment;

[0048] Figure 3 This is a flowchart illustrating a combined train control method in one embodiment;

[0049] Figure 4 This is a structural block diagram of a combined train control device in one embodiment;

[0050] Figure 5 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0052] As described in the background section, the wireless multiple-unit train technology in related technologies poses safety risks. The inventors have discovered that this problem arises because, due to economic development needs, the freight transport capacity of freight railways relies on multiple locomotives pulling trains, which has several limitations. Using multiple locomotives in series can increase the train's traction and braking force, meeting transport capacity demands. Currently, locomotive multiple-unit trains are divided into wired and wireless multiple-unit trains. Wireless multiple-unit trains can network multiple locomotives into distributed trains, which can provide better traction and braking characteristics. Figure 1 As shown, a schematic diagram of a distributed train formation with multiple wirelessly coupled units is provided in the relevant technology; Figure 1The locomotive on the left is the master locomotive (main car), and the locomotive in the middle is the slave locomotive (slave car). The cars are located between the locomotives. Wireless multiple-unit trains deal with distributed heavy-haul combined trains. A prominent issue in the heavy-haul field is safety; braking is more critical than traction. When the slave car's braking system fails, the slave car cannot brake through the braking system, thus failing to guarantee synchronized braking control of the entire train, posing a serious safety hazard. How to handle the master car and other slave cars in the entire train to ensure the safe operation of the combined train is an urgent problem to be solved.

[0053] For the reasons mentioned above, this application provides a combined train control method, which aims to reduce the safety risks during the operation of combined trains.

[0054] The combined train control method provided in this application embodiment can be applied to, for example... Figure 2 The application environment shown includes a master vehicle 201 and n slave vehicles 202, where n is a positive integer. Each master vehicle 201 and each slave vehicle 202 contains a BCU (Brake Control Unit) and an RCU (Remote Control Unit). The RCUs of each slave vehicle 202 communicate with the master vehicle 201 wirelessly, and the BCUs and RCUs in the master vehicle 201 and each slave vehicle 202 are connected via a vehicle bus. The remote control unit of the target slave car 201 acquires the status information and train pipe pressure of the target slave car 201 in real time through the vehicle bus, and determines the fault condition of the target slave car 201 based on the status information, train pipe pressure, and command information sent by the master car. If the fault condition is that the target slave car 201 has a braking system power failure, the remote control unit of the target slave car sends the fault condition to the master car 201. Based on the fault condition, the master car 201 sends a whole-vehicle-level decompression command to each slave car 202 and the brake control system BCU of the master car 201. Furthermore, the remote control unit of the target slave car 201 receives the whole-vehicle-level decompression command returned by the master car 201. The whole-vehicle-level decompression command is used to control the master car 201 and all slave cars 202 to synchronously perform train pipe decompression operation.

[0055] In one exemplary embodiment, such as Figure 3 As shown, a combined train control method is provided, which is applied to... Figure 2 The objective in this example is the remote control unit in vehicle 202, which includes the following steps S302 to S308. Wherein:

[0056] Step S302: Obtain the status information of the target slave car and the train pipe pressure in real time through the vehicle bus.

[0057] The combined train can be a train formation consisting of one master car (control vehicle) and at least one slave car (controlled vehicle) connected by mechanical / electrical links. The master car coordinates the operation and braking of all slave cars. The master car is the vehicle responsible for the main control in the combined train, possessing a complete braking control system and command generation capability. The slave car is the vehicle in the combined train controlled by the master car, acting according to the master car's commands. Its remote control unit is responsible for receiving the master car's commands and reporting its own status. The remote control unit can be a control module installed in the slave car, communicating with the master car through the vehicle bus, collecting the slave car's status in real time (such as braking system power, valve status, etc.), executing the master car's commands, and triggering alarms in case of faults.

[0058] The vehicle bus can be a communication bus, such as MVB (Multifunction Vehicle Bus), that connects the remote control unit (RCU) and the brake control unit (BCU) in the vehicle, and is used to transmit status data (such as train pipe pressure) fed back by the BCU.

[0059] Optionally, the remote control unit of the target vehicle can obtain the status information and train pipe pressure of the target vehicle from the brake control unit in real time through the vehicle bus, thereby understanding the operation of the target vehicle.

[0060] Step S304: Determine the fault status of the target slave car based on the status information of the target slave car, the train pipe pressure, and the instruction information sent by the master car.

[0061] Among them, the status information can be the operating conditions of the target train during operation, including multiple operating index data, such as power status data, which represent the life signals of the target train; the train pipe pressure can be the pressure value of the air pressure pipeline that runs through the entire train in the braking system. Its change triggers the braking action, and the master and slave trains need to maintain pressure synchronization to avoid braking conflict; the instruction information can be the control instructions issued by the master train to the slave train.

[0062] Optionally, the remote control unit of the target slave car integrates the status information of the target slave car, the train pipe pressure, and the command information sent by the master car to determine the fault status of the target slave car. For example, if at least one of the status information of the target slave car, the train pipe pressure, and the command information sent by the master car is abnormal, then the target slave car is determined to be faulty.

[0063] Step S306: If the fault condition is that the target vehicle has a brake system power failure fault, the fault condition is sent to the master vehicle.

[0064] Based on the fault condition, the master vehicle sends a vehicle-level decompression command to each slave vehicle and the master vehicle's braking control system.

[0065] Among them, the power failure of the braking system can be a failure caused by the interruption of power to the vehicle's braking system, which will cause the vehicle to lose its autonomous braking ability.

[0066] Optionally, if the target vehicle's remote control unit experiences a power failure in its braking system, it can transmit the fault information to the master vehicle via wireless communication. Upon receiving the fault information from the target vehicle, the master vehicle can determine a control strategy to resolve the fault.

[0067] Step S308: Receive the vehicle-level decompression command returned by the main vehicle.

[0068] Among them, the whole-vehicle-level decompression command is used to control the main car and all slave cars to synchronously perform train pipe decompression operation.

[0069] Optionally, the remote control unit of the train receives the whole-vehicle-level decompression command returned by the main train and performs the corresponding decompression operation, so that the train pipe pressure is reduced synchronously throughout the train, and the entire combined train eventually stops running safely.

[0070] In the aforementioned combined train control method, the remote control unit of the target slave car in the combined train obtains the real-time status information and train pipe pressure of the target slave car through the vehicle bus to grasp the real-time operation of the target slave car. Based on the status information, train pipe pressure, and command information sent by the master car, the fault condition of the target slave car is determined. Multiple factors are comprehensively considered to determine the fault condition of the target slave car, reducing the probability of misjudgment. If the fault condition is that the target slave car has a braking system power failure, the fault condition is sent to the master car. The fault condition of the target slave car is promptly reported to the master car, ensuring centralized command and control and timely information. Based on the fault condition, the master car sends a whole-car-level decompression command to each slave car and the master car's braking control system. The master car receives the whole-car-level decompression command returned by the master car. The whole-car-level decompression command is used to control the master car and all slave cars to synchronously execute the train pipe decompression operation. After detecting a fault such as a braking system power failure, the master car can issue a unified decompression command to all slave cars to achieve overall braking, deceleration, or stopping of the train, avoiding partial loss of control, thereby reducing safety risks.

[0071] In an exemplary embodiment, step S304 determines the fault condition of the target slave car based on the target slave car's status information, train pipe pressure, and instruction information sent by the master car, including:

[0072] Based on the status information of the slave car, determine the status changes; based on the train pipe pressure, determine the pressure changes; based on the status changes, pressure changes, and instruction information, determine the fault status of the target slave car.

[0073] Among them, the state change situation can refer to the trend of the change of the relevant state information of the target vehicle's braking system over time or command; among them, the pressure change situation can refer to the dynamic change characteristics of the train pipe pressure over time or braking command, such as the pressure change rate, amplitude, and deviation from the expected value.

[0074] Optionally, the remote control unit of the target slave car determines the status changes based on the slave car's status information, for example, by constructing a curve of status information over time, or by comparing the status information at the current moment with the status information at the previous moment; the remote control unit of the target slave car also determines the pressure changes based on the train pipe pressure, similar to the method for determining status changes, which can also be achieved by constructing a curve of train pipe pressure over time or by comparing the train pipe pressure at the current moment with the train pipe pressure at historical moments; furthermore, the remote control unit of the target slave car integrates the status changes, pressure changes, and command information to determine the fault status of the target slave car.

[0075] In this embodiment, dynamic and continuous status information and train pipe pressure monitoring methods enhance the granularity and scientific nature of fault diagnosis, enabling more accurate detection of train faults and further reducing the safety risks of combined trains.

[0076] In one exemplary embodiment, the pressure change includes normal and abnormal conditions. The steps of the above embodiment, which determine the pressure change based on the train pipe pressure, include:

[0077] If the pressure drop in the train pipe within a preset time exceeds a preset threshold, the pressure change is determined to be an abnormal situation; if the pressure drop within a preset time is less than or equal to the preset threshold, the pressure change is determined to be a normal situation.

[0078] The preset threshold and preset time can be set according to actual needs, and there are no specific limitations on them; the drop amount can be the difference between the two endpoints of the train pipe pressure within the preset time interval.

[0079] Optionally, if the train pipe pressure of the target slave car drops by more than a preset threshold within a preset time, the remote control unit indicates that the train pipe pressure of the target slave car drops rapidly in a short period of time, thereby determining that the pressure change is an abnormal situation; if the train pipe pressure drops by less than or equal to the preset threshold within a preset time, the remote control unit indicates that the fluctuation of the train pipe pressure of the target slave car is within the normal range, thereby determining that the pressure change is a normal situation.

[0080] In this embodiment, by setting a threshold for pressure drop, sensitive monitoring of sudden changes in train pipe pressure is achieved, which effectively improves the accuracy and response speed of judging abnormal changes in train pipe pressure. This not only strengthens the safety protection capability of the train, but also enhances the system's ability to cope with sudden failures, further reducing safety risks.

[0081] In an exemplary embodiment, the state change conditions include normal and abnormal conditions. The steps of the above embodiment to determine the state change conditions based on the target vehicle's state information include:

[0082] If the target vehicle's state information stops changing, the state change is determined to be an abnormal situation; if the target vehicle's state information continues to change, the state change is determined to be a normal situation.

[0083] Among them, "jump" can refer to the expected dynamic fluctuations or switches in the vehicle's status information over time.

[0084] Optionally, if the remote control unit of the target vehicle detects that the status information of the target vehicle has stopped changing, it indicates that the status information of the target vehicle has stopped dynamically fluctuating or switching, and determines that the status change is an abnormal situation; if it detects that the status information of the target vehicle continues to change, it indicates that the status information of the target vehicle fluctuates normally, and determines that the status change is a normal situation.

[0085] In this embodiment,

[0086] In an exemplary embodiment, determining the fault condition of the target vehicle based on state changes, pressure changes, and command information includes:

[0087] If the status change is abnormal, the pressure change is abnormal, and the instruction information does not include a pressure reduction instruction, then the fault condition is determined to be present.

[0088] Optionally, if the remote control unit of the target vehicle determines that the status change is abnormal, the pressure change is abnormal, and the instruction information does not include a decompression instruction, then the fault condition is determined to exist. The target vehicle needs to meet the above three conditions to determine that there is a brake system power failure fault. If any one of the above three conditions is not met, then the target vehicle does not have a brake system power failure fault.

[0089] Specifically, the following are examples of fault conditions where there is no brake system power failure: If the remote control unit of the target vehicle determines that the status change is abnormal, the pressure change is abnormal, and the instruction information includes a pressure reduction command, then the fault condition is determined to be that there is no brake system power failure. If the remote control unit of the target vehicle determines that the status change is normal, the pressure change is abnormal, and the instruction information includes a pressure reduction command, then the fault condition is determined to be that there is no brake system power failure. If the remote control unit of the target vehicle determines that the status change is abnormal, the pressure change is abnormal, and the instruction information includes a pressure reduction command, then the fault condition is determined to be that there is no brake system power failure. If the remote control unit of the target vehicle determines that the status change is normal, the pressure change is normal, and the instruction information includes or does not include a pressure reduction command, then the fault condition is determined to be that there is no brake system power failure.

[0090] In this embodiment, by considering three factors—state changes, pressure changes, and command information—misjudgments caused by a single factor are avoided, thereby improving the accuracy of braking system power failure diagnosis. Even if one indicator shows an abnormality, as long as other conditions are not met, it will not be misjudged as a braking system power failure, thus reducing the risk of misjudgment.

[0091] In one exemplary embodiment, the method further includes:

[0092] If the fault condition is that there is a fault in the target vehicle, the fault condition will be displayed on the target vehicle's display screen; the fault condition will be sent to the master vehicle so that the fault condition will be displayed on the master vehicle's display screen.

[0093] The display screen can be an IDU (Intelligent Display Unit), which is installed in the train's network control system.

[0094] Optionally, if the fault is a fault in the target slave car, the remote control unit of the target slave car will display the fault information on the target slave car's display screen to achieve a visual display of the train status; and send the fault information to the master car so that the fault information can be displayed on the master car's display screen, so that the master car technicians in centralized control can know the train fault information in a timely manner and take corresponding measures.

[0095] In this embodiment, the fault status is displayed on the target vehicle's screen, allowing train operators to intuitively and quickly understand the vehicle's condition without relying on complex system analysis or remote diagnostics. Through this intuitive display, on-site operators can immediately identify the fault type, location, and severity, and take timely emergency measures.

[0096] In one exemplary embodiment, another combined train control method is provided, applied to a wireless multiple-unit locomotive equipped with a remote control unit (RCU) and a braking control unit (BCU), including:

[0097] Step 1: The braking system automatically enters protection mode and depressurizes the train pipe.

[0098] Step 2: The remote control unit (RCU) of the target vehicle monitors the status information of the BCU in real time through MVB. At this time, the life signal (status information) of the BCU is detected to stop changing, and the train pipe pressure (train pipe pressure) of the vehicle drops rapidly.

[0099] Step 3: The vehicle RCU simultaneously receives command information (instruction information) from the master vehicle via wireless communication.

[0100] Step 4: The RCU of the slave vehicle will comprehensively judge the status information of the BCU and the command information of the master vehicle. If the BCU life signal stops changing, the slave vehicle train pipe pressure drops, and there is no pressure reduction instruction in the master vehicle command information, the RCU will judge that the slave vehicle BCU has a braking system power failure.

[0101] Step 5: The vehicle RCU transmits the brake system power failure fault to the host vehicle RCU via wireless communication.

[0102] Step 6: After the main train RCU receives a power failure fault in the slave train's braking system, it activates the train-level protection control strategy.

[0103] Step 7: The main train RCU sends a train-level decompression command to its own BCU and to all slave train RCUs. Slave train RCUs then send the command to their respective BCUs, causing the entire train to simultaneously decompress, ensuring the safe stopping of the combined train and facilitating subsequent processing. The main and slave train RCUs then send fault information to the IDU interface to alert the crew.

[0104] Specifically, the combined train consists of four locomotives: the main car, and locomotives 1, 2, and 3. During normal operation, a power failure occurs in the braking system of locomotive 2. The RCU of locomotive 2 detects that the brake life signal stops changing, and the train's pipe pressure drops rapidly. Simultaneously, without receiving a decompression command from the main car, it immediately sends a power failure fault report from the BCU of locomotive 2 to the RCU of the main car. Upon receiving the fault information, the RCU of the main car sends a decompression command to the entire train, including the main car, locomotives 1 and 3. Upon receiving the decompression command from the main car, the main car and locomotives 1 and 3 simultaneously perform decompression operations, and the combined train safely stops. The crew can view the fault information displayed on the IDU and handle the situation accordingly.

[0105] In this embodiment, under wireless multiple-unit mode, after the master and slave cars are assembled, the wireless communication status is monitored in real time during the normal operation of the heavy-haul combined train. When a communication interruption occurs, the system automatically performs safety guidance control on the locomotive, taking into account the communication interruption time, traction system, and braking system information. This timely detection and correct handling of the fault prevents safety accidents, reduces reliance on the driver, and improves the safety performance of the wireless multiple-unit heavy-haul combined train, which is of great significance for ensuring the safe operation of heavy-haul combined trains. During operation, wireless multiple-unit heavy-haul combined trains inevitably encounter situations where the slave locomotive's braking system loses power. When the slave car's braking system fails, the slave car cannot brake through the braking system, failing to guarantee synchronous braking control of the entire train. This can lead to situations where the master car and other slave cars brake, while the abnormal slave car releases its brakes, posing serious safety hazards. To address this situation, automatic safety guidance control of the locomotive is implemented to promptly detect and correctly handle faults, prevent safety accidents, reduce reliance on the driver, and improve the safety performance of the wireless multiple-unit heavy-haul combined train, which is of great significance for ensuring the safe operation of heavy-haul combined trains.

[0106] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0107] Based on the same inventive concept, this application also provides a combined train control device for implementing the combined train control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more embodiments of the combined train control device provided below can be found in the limitations of the combined train control method described above, and will not be repeated here.

[0108] In one exemplary embodiment, such as Figure 4 As shown, a combined train control device 400 is provided, including: a data acquisition module 401, a fault detection module 402, a fault feedback module 403, and a command receiving module 404, wherein:

[0109] Data acquisition module 401 is used to acquire the status information of the target slave car and the train pipe pressure in real time through the vehicle bus;

[0110] The fault detection module 402 is used to determine the fault status of the target slave car based on the status information of the target slave car, the train pipe pressure, and the instruction information sent by the master car.

[0111] The fault feedback module 403 is used to send the fault information to the master vehicle when the target slave vehicle has a brake system power failure fault. Based on the fault information, the master vehicle sends a vehicle-level decompression command to each slave vehicle and the master vehicle's brake control system.

[0112] The instruction receiving module 404 is used to receive the whole-vehicle level decompression instruction returned by the master car; the whole-vehicle level decompression instruction is used to control the master car and all slave cars to synchronously perform train pipe decompression operation.

[0113] Furthermore, in one embodiment, the fault detection module 402 is also used to determine the status change based on the status information of the slave car; determine the pressure change based on the train pipe pressure; and determine the fault condition of the target slave car based on the status change, pressure change, and instruction information.

[0114] Furthermore, in one embodiment, the fault detection module 402 is also used to determine that the pressure change is an abnormal situation when the decrease in train pipe pressure within a preset time is greater than a preset threshold; and to determine that the pressure change is a normal situation when the decrease in train pipe pressure within a preset time is less than or equal to a preset threshold.

[0115] Furthermore, in one embodiment, the fault detection module 402 is also used to determine that the state change is an abnormal situation when the state information of the target vehicle stops changing; and to determine that the state change is a normal situation when the state information of the target vehicle continues to change.

[0116] Furthermore, in one embodiment, the fault detection module 402 is also used to determine that a fault exists when the state change is abnormal, the pressure change is abnormal, and the instruction information does not include a pressure reduction instruction.

[0117] Furthermore, in one embodiment, the combined train control device 400 also includes a data display module, used to display the fault condition on the display screen of the target slave car when the fault condition is that there is a fault in the target slave car; and to send the fault condition to the master car so that the fault condition is displayed on the display screen of the master car.

[0118] Each module in the aforementioned combined train control device 400 can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0119] In one exemplary embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 5 As shown, this computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operating system and computer programs stored in the non-volatile storage media. The database stores data such as status information, train pipe pressure, command information, and fault conditions. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a combined train control method.

[0120] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0121] In one embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0122] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0123] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0124] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0125] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0126] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0127] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A combined train control method, characterized in that, A remote control unit applied to a target slave car in a combined train, the combined train including a master car and at least one slave car; the method includes: The status information of the target slave vehicle and the train pipe pressure are obtained in real time through the vehicle bus. The fault status of the target slave car is determined based on the status information of the target slave car, the train pipe pressure, and the instruction information sent by the master car. If the fault condition is that the target slave vehicle has a braking system power failure, the fault condition is sent to the master vehicle; based on the fault condition, the master vehicle sends a vehicle-level decompression command to each slave vehicle and the master vehicle's braking control system; The system receives the vehicle-level decompression command returned by the master car; the vehicle-level decompression command is used to control the master car and all slave cars to synchronously perform train pipe decompression operation.

2. The method according to claim 1, characterized in that, The step of determining the fault status of the target slave car based on the status information of the target slave car, the train pipe pressure, and the instruction information sent by the master car includes: Based on the vehicle's status information, determine the status change. Determine the pressure change based on the train pipe pressure; Based on the changes in status, the changes in pressure, and the instruction information, the fault condition of the target vehicle is determined.

3. The method according to claim 2, characterized in that, The pressure changes include normal and abnormal conditions. Determining the pressure changes based on the train pipe pressure includes: If the decrease in train pipe pressure within a preset time exceeds a preset threshold, the pressure change is determined to be an abnormal situation. If the decrease in train pipe pressure within a preset time is less than or equal to a preset threshold, the pressure change is determined to be normal.

4. The method according to claim 2, characterized in that, The state change conditions include normal and abnormal conditions. Determining the state change conditions based on the target vehicle's state information includes: If the target stops changing its vehicle status information, the state change is determined to be an abnormal situation. If the target vehicle's state information continues to change, the state change is determined to be a normal situation.

5. The method according to any one of claims 2-4, characterized in that, Determining the fault status of the target vehicle based on the state changes, pressure changes, and command information includes: If the state change is abnormal, the pressure change is abnormal, and the instruction information does not include a pressure reduction instruction, then the fault condition is determined to be a brake system power failure fault.

6. The method according to claim 1, characterized in that, The method further includes: If the fault condition is that the target vehicle has a fault, the fault condition will be displayed on the target vehicle's display screen. The fault information is sent to the main vehicle so that the fault information is displayed on the main vehicle's display screen.

7. A combined train control device, characterized in that, A remote control unit applied to a target slave car in a combined train, the combined train including a master car and at least one slave car; the device includes: The data acquisition module is used to acquire the status information and train pipe pressure of the target slave car in real time through the vehicle bus; The fault detection module is used to determine the fault status of the target slave car based on the status information of the target slave car, the train pipe pressure, and the instruction information sent by the master car. The fault feedback module is used to send the fault status to the master vehicle when the target slave vehicle has a braking system power failure fault; the master vehicle sends a vehicle-level decompression command to each slave vehicle and the master vehicle's braking control system based on the fault status; The instruction receiving module is used to receive the whole-vehicle-level decompression instruction returned by the master car; the whole-vehicle-level decompression instruction is used to control the master car and all slave cars to synchronously perform train pipe decompression operation.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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