Novel multi-heading train line monitoring system and method

Abstract

The invention provides a novel multi-heading train line monitoring system and method, and relates to the technical field of multi-heading trains. The system is applied to a reconnection train, a monitoring and management mechanism of the system is used for determining the running state of a reconnection train line according to electric signals corresponding to collection positions of train lines obtained by an electric signal collection circuit, and when the reconnection train line is in a fault state which affects train running, the reconnection train line is in a fault state which affects train running. And controlling the unhooking driving mechanism to disconnect the electric hook connection of the reconnection train. According to the multi-heading train line monitoring system, the electric signal acquisition circuit (digital quantity input module DI) and the monitoring management mechanism work cooperatively, so that the fault occurrence condition of a multi-heading train can be determined timely and accurately, and the monitoring principle and diagnosis result of each train line are displayed on a driver cab TCMS display screen and a ground command center display screen in a graph form; and corresponding countermeasures are prompted to be taken, so that the operation efficiency of the train is improved, and the operation requirements of manned and unmanned reconnection trains are met.

Description

Technical Field

[0001] This invention relates to the field of coupled-unit train technology, and more specifically, to a novel monitoring system and method for both manned and unmanned coupled-unit train lines. Background Technology

[0002] 1) Currently, there is almost no monitoring of the status of the coupled train lines for multiple-unit rail vehicles. Faults in coupled train lines, especially those affecting train traction, can render the train immobile. Since the location of the fault is unknown, the driver attempts to switch ends for traction. If successful, the train slowly proceeds to the next station. If switching ends fails, the coupled train must be detached and the individual trains are tried to be pulled. Trains that can move proceed to the next station or the final station, while trains that cannot move (indicating a grounding fault on the relevant coupled train line) require locomotive assistance. This severely impacts operational efficiency.

[0003] 2) Some coupled trains are designed with a disconnect switch before the coupling coupler, connecting all the main coupled train lines to this switch. When a coupled train experiences a traction failure, the disconnect switch at the coupling end of the two trains is manually disconnected, and the driver attempts to pull it again. If it can move, the train proceeds to the next station at a limited speed; otherwise, the driver attempts to pull it from the other end. If it can move (by pushing or reversing), it proceeds to the next station at a lower speed, typically 10 km / h. This solution eliminates the need to decouple trains, improving operational efficiency compared to 1). However, the addition of a coupling disconnect switch on the train adds two more potential failure points to each coupled train line, significantly reducing the reliability of the coupled train lines and increasing the risk of traction failures and inability to move the coupled trains. Summary of the Invention

[0004] This invention proposes a novel monitoring system and method for manned and driverless coupled-train lines, mainly addressing the following issues: There is no monitoring of the status of the coupled train line. When the coupled train line fails, especially when the failure affects the traction operation of the coupled train line, the train cannot move. Since the location of the failure is unknown, the driver tries to switch the traction operation. If the traction is successful, the train will slowly run to the next station. If the traction operation at the other end fails, the coupled train can only be separated and the separated individual trains can be tried to be pulled. The trains that can move can run to the next station or the terminal station. The trains that cannot move (indicating that the relevant coupled train line is grounded) need to request locomotive rescue, which seriously affects the operational efficiency. Furthermore, there is no need to install isolating switches for multiple-unit train lines. During long-term train operation, isolating switches for multiple-unit train lines may malfunction and fail to close or trip. Removing these switches solves the problem of low reliability for multiple-unit train lines, significantly reduces the risk of trains being unable to move, saves on train and maintenance costs, and is beneficial for weight reduction and energy conservation.

[0005] In a first aspect, the present invention provides a novel monitoring system for coupled train lines, applicable to coupled trains connected by electric and mechanical couplers; the coupled train line monitoring system includes: An electrical signal acquisition circuit is electrically connected to the coupling train line of the coupled train and is used to acquire corresponding electrical signals at corresponding acquisition positions of each train line in the coupled train line; wherein, the coupling train line includes the train line of each train in the coupled train; The monitoring and management mechanism is communicatively connected to the electrical signal acquisition circuit and the uncoupling drive mechanism of the coupled train, respectively. The monitoring and management mechanism is used to determine the operating status of the coupled train line based on the electrical signals corresponding to each acquisition position of each train line obtained by the electrical signal acquisition circuit, and to control the uncoupling drive mechanism to disconnect the electric coupler connection of the coupled train when the coupled train line is in a fault state affecting train operation.

[0006] Optionally, the monitoring and management organization includes a train TCMS display screen, which is used to display the information corresponding to the operating status; wherein, the operating status includes normal operating status and fault status, and the information corresponding to the fault status includes at least one of fault location information and fault type information.

[0007] Secondly, the present invention provides a novel method for monitoring coupled-train lines, based on the coupled-train line monitoring system as described in the first aspect, the method comprising: Acquire the electrical signals corresponding to each acquisition location of each train line in the coupled train line; The operating status of the coupled train line is determined based on the electrical signals corresponding to each of the acquisition locations; wherein the operating status includes normal operation status and fault status affecting train operation.

[0008] Optionally, after determining the operating status of the coupled train line, the coupled train line monitoring method further includes: When the coupled train line is in the fault state, disconnect the electric coupler connection of the coupled train.

[0009] Optionally, after disconnecting the electric coupler of the coupled train, the coupled train line monitoring method further includes: The train corresponding to the fault condition is stopped from tractioning the coupled train, and the coupled train is tractioned by the other trains in the coupled train.

[0010] Optionally, the traction drive of the coupled train by other trains in the coupled train includes: The other trains in the coupled train are controlled to operate in a speed-limited mode until the coupled train reaches the target location.

[0011] Optionally, disconnecting the electric coupler connection of the coupled trains when the line for coupled trains is in the fault state includes: When the coupled train line is in the fault state, control the coupled train to stop traction or perform emergency braking until the coupled train stops moving. Disconnect the electric coupler of the coupled train.

[0012] Optionally, determining the operating status of the coupled train based on the electrical signals corresponding to each of the acquisition locations includes: When the electrical signal corresponding to any critical coupled-train line affecting the operation of the coupled-train meets the preset fault triggering judgment condition, the coupled-train is determined to be in the fault state affecting the operation of the train; wherein, the critical coupled-train line includes at least one of the following: traction command train line, traction enable train line, forward train line, backward train line, emergency braking train line, train integrity train line, train activation train line, and emergency traction command train line. When the electrical signals corresponding to all the key coupled train lines do not meet the preset fault triggering conditions, the coupled train is determined to be in the normal operating state.

[0013] Optionally, the preset fault triggering condition includes the electrical signal exceeding the corresponding preset normal range.

[0014] Optionally, after determining the operating status of the coupled train based on the electrical signals corresponding to each of the acquisition locations, the coupled train line monitoring method further includes: When the coupled train line is in the fault state, fault type information and fault location information corresponding to the fault state are generated and output through the train TCMS display screen of the coupled train line monitoring system.

[0015] The beneficial effects of the novel monitoring system and method for coupled train lines of the present invention are as follows: The monitoring system for coupled train lines of the present invention, based on the collaborative work of the electrical signal acquisition circuit and the monitoring and management mechanism, can realize real-time monitoring, status judgment, and intelligent uncoupling control of the electrical lines (coupled train lines) of coupled trains. Specifically, the electrical signal acquisition circuit acquires electrical signals such as voltage and current at different locations on the train line by deploying acquisition positions at multiple key nodes of the coupled train line, enabling continuous and comprehensive monitoring and anomaly detection of the coupled train line. The monitoring and management mechanism comprehensively analyzes the acquired electrical signals, judges the operating status of the coupled train line in real time, and prompts corresponding countermeasures when a fault condition affecting train operation is detected on the coupled train line. It automatically controls the uncoupling drive mechanism to perform the electric coupler disconnection action, isolating the train lines of different trains from each other and preventing the fault from continuing to spread along the coupled train line and endangering the electrical safety, operational stability, and reliability of the control logic of other trains or the coupled train as a whole. Thus, the monitoring system for coupled train lines can significantly improve the timeliness, accuracy, and comprehensiveness of fault detection for coupled train lines, avoiding inefficient operations such as blind train shutdowns, repeated end-to-end traction tests, or manual troubleshooting due to delayed or misjudged fault detection. This effectively improves the operational safety and efficiency of coupled trains. Furthermore, the coupled train line monitoring system of this invention does not require additional independent hardware. It can be deployed by upgrading the existing TCMS platform (i.e., the train monitoring and management platform, serving as the monitoring and management organization for the coupled train line monitoring system) through software upgrades and expansion of input collection points (or collection locations). It features a simple structure, low cost, and convenient maintenance. Moreover, it can achieve intelligent monitoring of coupled train lines without changing the original train electrical architecture, thereby effectively reducing system complexity and maintenance costs, improving the reliability and operational efficiency of coupled trains, and is suitable for both manned and unmanned coupled train operations. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the connection between the train coupling line monitoring system and the coupled train in an embodiment of the present invention; Figure 2 This is a flowchart illustrating a method for monitoring multiple-unit train lines in an embodiment of the present invention. Figure 3 This is a schematic diagram of the connection structure of the train lines of the coupled train in an embodiment of the present invention; Figure 4 This is a schematic diagram of the digital input module for the monitoring and management organization in an embodiment of the present invention; Figure 5 This is a schematic diagram of the fault diagnosis process for the first train integrity train line in this embodiment of the invention; Figure 6 This is a schematic diagram of the fault diagnosis process for the second train integrity train line in an embodiment of the present invention. Detailed Implementation

[0017] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0018] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in sequences other than those illustrated or described herein.

[0019] Combination Figure 1 As shown, this embodiment of the invention provides a monitoring system for coupled train lines, applied to coupled trains connected by electric and mechanical couplers; the coupled train line monitoring system includes: An electrical signal acquisition circuit is electrically connected to the coupling train line of the coupled train and is used to acquire the corresponding electrical signals at the corresponding acquisition positions of each train line in the coupled train line; wherein, the coupling train line includes the train lines of each train in the coupled train. The monitoring and management mechanism is connected in communication with the electrical signal acquisition circuit and the uncoupling drive mechanism of the coupled train, respectively. The monitoring and management agency is used to determine the operating status of the coupled train line based on the electrical signals corresponding to each acquisition position of each train line obtained by the electrical signal acquisition circuit, and to control the uncoupling drive mechanism to disconnect the electric coupler connection of the coupled train when the coupled train line is in a fault state that affects train operation.

[0020] In this embodiment, the coupled train line monitoring system can be applied to coupled trains (which are formed by connecting multiple trains through electric and mechanical couplers) to realize real-time monitoring and status determination of the electrical lines across the coupled trains (i.e., the coupled train line, which includes the train lines / electrical lines of each train in the coupled train).

[0021] The monitoring system for coupled train lines is equipped with an electrical signal acquisition circuit (digital input module DI), which is electrically connected to the coupled train line. This circuit acquires corresponding electrical signals at designated locations on each train line within the coupled train line. Specifically, the electrical signal acquisition circuit has acquisition points (i.e., acquisition locations) at corresponding positions on each train line within the coupled train line. These acquisition points can be located at non-coupling ends, electric coupler connections, and key intermediate nodes of the coupled train, ensuring complete coverage of the coupled train line. This allows for comprehensive monitoring of voltage, current, and other electrical signals and their changes along the entire coupled train line, facilitating timely detection of faults.

[0022] The monitoring and management unit of the coupled train line monitoring system is communicatively connected to the electrical signal acquisition circuit and the uncoupling drive mechanism of the coupled trains (such as drive motors, hydraulic or pneumatic drive mechanisms and their corresponding solenoid valves). This allows for data analysis of the electrical signals acquired by the electrical signal acquisition circuit, judgment of the coupled train's operating status, and execution of the uncoupling control logic. Specifically, the monitoring and management unit monitors the overall status of the coupled train line (such as conduction status, electrical characteristic status, etc.) in real time based on the electrical signals corresponding to the acquisition positions of each train line obtained by the electrical signal acquisition circuit. This determines the operating status of the coupled train line (such as normal operation status or fault status affecting the operation of the coupled train), enabling real-time monitoring of the coupled train line's operating status during operation and timely detection of faults affecting the normal operation of the coupled trains. When a corresponding abnormal (or fault) electrical signal is detected as indicating a fault status affecting train operation on the coupled train line, it can be determined that the coupled train line is currently in a fault state affecting train operation. Furthermore, based on the acquisition position and signal characteristics of the corresponding electrical signal, the specific location and type of the fault can be determined, facilitating timely and effective subsequent countermeasures.

[0023] When it is determined that the current fault condition of the coupled train line is affecting train operation, the monitoring and management agency can control the uncoupling drive mechanism connected to it to perform the corresponding uncoupling action. This disconnects the electrical connection of the electric couplers of the coupled trains while keeping the mechanical couplers connected, thus isolating the electrical systems of the different trains in the coupled train line and effectively cutting off the coupled train line, avoiding the risk of the fault continuing to spread along the coupled train line. In some embodiments, if the fault condition only occurs on some of the trains in the coupled train line, after disconnecting the electric couplers, the traction of the coupled train by the faulty train can be stopped, and the coupled train can be tractioned only by the trains that are not faulty, realizing the switching of traction rights. This ensures that the coupled train still has controllable operating capability under the corresponding fault condition, significantly improving the safety, continuity, and operational efficiency of coupled train operation.

[0024] In summary, the monitoring system for coupled train lines in this embodiment, based on the collaborative operation of the electrical signal acquisition circuit and the monitoring and management mechanism, can achieve real-time monitoring, status judgment, and intelligent uncoupling control of the electrical lines across multiple trains (coupled train lines). Specifically, the electrical signal acquisition circuit acquires electrical signals such as voltage and current at different locations on the train line by deploying acquisition points at multiple key nodes, enabling continuous and comprehensive monitoring and anomaly detection of the coupled train line. The monitoring and management mechanism comprehensively analyzes the acquired electrical signals, judges the operating status of the coupled train line in real time, and prompts corresponding countermeasures when a fault condition affecting train operation is detected on the coupled train line. It automatically controls the uncoupling drive mechanism to perform the electric coupler disconnection action, isolating the train lines of different trains and preventing the fault from continuing to spread along the coupled train line and endangering the electrical safety, operational stability, and control logic reliability of other trains or the coupled train as a whole. Thus, the monitoring system for coupled train lines can significantly improve the timeliness, accuracy, and comprehensiveness of fault detection for coupled train lines, avoiding inefficient operations such as blind train shutdowns, repeated end-to-end traction tests, or manual troubleshooting due to delayed or misjudged fault detection. This effectively improves the operational safety and efficiency of coupled trains. Furthermore, the coupled train line monitoring system in this embodiment does not require additional independent hardware. It can be deployed by upgrading the existing TCMS platform (Train Control and Monitoring System, which serves as the monitoring and management mechanism for the coupled train line monitoring system in this embodiment) through software upgrades and expansion of input collection points (or collection locations). It features a simple structure, low cost, and convenient maintenance. Moreover, it can achieve intelligent monitoring of coupled train lines without changing the original train electrical architecture, thereby effectively reducing system complexity and maintenance costs, improving the reliability and operational efficiency of coupled trains, and is suitable for both manned and unmanned coupled train operations.

[0025] Optionally, the coupled-train line monitoring system can also automatically control the overall operation of the coupled-train system or the operation of individual trains based on real-time detection results of the coupled-train line or individual train lines when a fault occurs. This enables intelligent fault response and operational adjustments, further enhancing the intelligence and automation of both the coupled-train line monitoring system and the coupled-trains. Based on this, the coupled-train line monitoring system can be applied to driverless coupled-trains, enabling them to autonomously complete electrical fault detection, isolation, and operational control during unattended operation, ensuring safe and reliable operation even when cross-track anomalies occur.

[0026] The monitoring and management system includes a train TCMS display screen, which is used to display information corresponding to the operating status; the operating status includes normal operating status and fault status, and the information corresponding to the fault status includes at least one of fault location information and fault type information.

[0027] Specifically, the monitoring and management agency uses the train TCMS display screen to achieve human-computer interaction, intuitively presenting the operating status of the coupled train line. This includes displaying information such as whether the coupled train line is operating normally or experiencing a fault affecting train operation, supporting maintenance personnel or drivers in monitoring and operating the coupled trains. The fault status information includes at least one of the fault location and fault type information. For example, the train TCMS display screen can display the train's current operating mode, electric coupler connection status, signal values ​​at each acquisition point, and the continuity of the coupled train line in real time using graphics, text, or color coding. When a fault is detected, the train TCMS display screen can automatically pop up a fault prompt interface, displaying the fault location (such as the fault node number and the train to which the faulty train line belongs) and the fault type (such as open circuit, short circuit, insulation breakdown, etc.), and can also trigger corresponding audible and visual alarm mechanisms (such as alarms via the train TCMS display screen) to issue alarm prompts.

[0028] In addition, the train TCMS display screen can also provide human-computer interaction functions, allowing drivers or maintenance personnel to access historical monitoring data, confirm alarm information, execute system resets or trigger emergency handling commands through touch or command input, thereby realizing the visual operation and dynamic management of the double-unit train line monitoring system.

[0029] Optionally, the train TCMS display screen includes a driver's cab TCMS display screen (or onboard human-machine interface, HMI) installed in the driver's cab of each train in the coupled train, and / or a monitoring screen (or ground command center display screen) installed in a remote ground control center, used to display the operating status and fault information of the coupled train line.

[0030] Combination Figure 2 As shown, another embodiment of the present invention provides a method for monitoring multiple-unit train lines. Based on the above-described monitoring system for multiple-unit train lines, the method for monitoring multiple-unit train lines includes: Step A: Obtain the electrical signals corresponding to each acquisition location on each train line in the coupled train line.

[0031] Specifically, through step A, during the operation of the coupled train, the electrical signal acquisition circuit collects electrical signals (such as voltage signals or current signals) in real time at key nodes (or key nodes of each train line in the coupled train line, referred to as acquisition positions, such as non-coupling end nodes, electric coupler connection end nodes, and intermediate nodes, etc.) set in the coupled train line, and inputs them to the monitoring and management agency for analysis and processing.

[0032] In this way, by collecting signals from multiple points on the coupled train line in real time, the overall conduction status and electrical characteristics of the coupled train line can be fully reflected, providing basic data support for subsequent operation status judgment.

[0033] Step B: Determine the operating status of the coupled train line based on the electrical signals corresponding to each acquisition location; the operating status includes normal operation status and fault status that affects train operation.

[0034] Specifically, in step B, based on the electrical signals input from the electrical signal acquisition circuit, the monitoring and management agency analyzes the operating status of the coupled train line to determine whether the coupled trains (or the coupled train line) are currently in normal operation or in a fault state affecting train operation. For example, the monitoring and management agency can compare the electrical signals at each acquisition location with the corresponding preset normal range to determine whether there are phenomena such as abnormal voltage, loss of continuity, or signal imbalance, thereby determining whether the coupled train line is operating normally.

[0035] In this way, online monitoring of the overall health status of the coupled train line can be achieved, enabling the identification of anomalies in the early stages of a fault, thereby improving the response speed of the coupled train line monitoring system and the safety of coupled train operation.

[0036] After determining the operating status of the coupled train line, the monitoring methods for the coupled train line also include: Step C: When the line for coupled trains is in a fault state, disconnect the electric coupler connection of the coupled trains.

[0037] Specifically, through step C, when the coupled train line is in a fault state, the monitoring and management agency controls the uncoupling drive mechanism to perform the uncoupling action, so that the electric coupler of the coupled train disconnects the electrical connection while the mechanical coupler remains connected, thereby isolating the electrical systems of different trains from each other, effectively cutting off the coupled train line, and preventing the fault from continuing to spread along the coupled train line and endangering the electrical safety, operational stability and control logic reliability of other trains or the coupled train as a whole.

[0038] After disconnecting the electric coupler of the coupled trains, the monitoring methods for the coupled train line also include: Step D: Stop the corresponding train in the fault state from tractioning the coupled train, and use other trains in the coupled train to traction the coupled train.

[0039] Specifically, in step D, when the monitoring and management agency determines that the coupled train line is in a fault state, the fault location and fault type can be determined simultaneously. If the fault location is determined to be on the train line of one of the coupled trains, the monitoring and management agency can send a traction stop command to the traction control module of the faulty train according to a preset control strategy, while maintaining the traction systems of other trains that have not experienced faults in an operational state, so that the other trains that have not experienced faults can undertake the traction task of the coupled train.

[0040] For example, the coupled train includes a first train and a second train. When the monitoring and management agency determines that there is a corresponding fault in the train line section of the critical coupled train line of the second train, it issues a stop traction command to the traction control unit of the second train and simultaneously issues a maintain traction or traction takeover command to the traction control unit of the first train to realize the traction power switch, so that the second train stops outputting traction force and only the first train continues to provide traction drive.

[0041] In this way, the time for handling faults in coupled trains can be effectively reduced, and the operation interruption caused by manual intervention, repeated traction tests or decoupling and troubleshooting can be avoided. Intelligent and automatic switching of train traction rights and emergency self-recovery can be achieved, thereby ensuring that coupled trains still have controllable operation capabilities in the event of corresponding faults, and significantly improving the safety, continuity and operational efficiency of coupled train operation.

[0042] Optionally, traction propulsion of the coupled train by other trains includes: Other trains that control the coupled train to operate in a speed-limited mode until the coupled train reaches the target location.

[0043] Specifically, when the monitoring and management agency determines that a train has malfunctioned and executes the disconnection of the coupling and the switch of traction control, in order to ensure the safe operation of the coupled train under conditions of partial loss of traction capacity or track abnormalities, the train that has not experienced a malfunction can be controlled to enter a speed-limited mode. This speed-limited mode reduces traction load, shortens braking distance, and ensures train stability. Thus, by automatically implementing speed-limited mode after the traction control switch, the train can continue to its target location (next station) in a controlled and smooth manner under malfunction conditions, avoiding track congestion and passenger delays caused by a complete train stoppage.

[0044] For example, the coupled train includes a first train and a second train. When the second train of the coupled train is found to have a corresponding fault and stops pulling, the monitoring and management agency will automatically control the first train as the main traction train and drive the entire coupled train slowly in a speed-limited mode until the train reaches the preset target position. If the train arrives at the next stop, passengers will be unloaded to ensure passenger safety and operational order.

[0045] The corresponding instructions for traction control switching and speed limiting modes can be transmitted via the train bus.

[0046] Optionally, the train TCMS display screen of the monitoring and management agency can output (or display) corresponding prompt information, such as displaying the traction train determined by the decision and its corresponding operating mode. Specifically, when the monitoring and management agency detects a critical train line fault in any train in the coupled train and automatically determines the traction right switching strategy according to the preset control logic, the train TCMS display screen can simultaneously output corresponding prompt information, intuitively displaying the current traction train and the system decision result. For example, when the monitoring and management agency determines that the second train's traction system has a fault and stops traction, and the first train takes over the traction task, the train TCMS display screen can output the prompt information on the interface: "Traction right switched to the first train; Current operating mode: speed limit mode", and can also graphically identify the current main traction train.

[0047] Optionally, when the line for coupled trains is in a fault condition, disconnecting the electric coupler connection of the coupled trains includes: When the line for coupled trains is in a fault state, control the coupled trains to stop traction or apply emergency braking until the coupled trains come to a stop. Disconnect the electric coupler of the coupled train.

[0048] Specifically, when a fault is detected on the line where multiple-unit trains are coupled together, the monitoring and management agency controls the coupled trains (or individual trains) to stop traction or apply emergency braking until the coupled trains come to a complete stop. This ensures timely control of the coupled trains in the faulty state and avoids performing a disconnection operation while the trains are still moving, which could lead to the electric coupler disconnecting under load, generating electric arcs, or other risks, thus preventing further expansion of the fault or causing a safety accident. After confirming that the trains have stopped moving, the uncoupling drive mechanism is controlled to perform the disconnection operation, causing the electric coupler to disconnect its electrical connection while the mechanical coupler remains connected. This achieves safe isolation of the electrical systems of different trains and effectively ensures the stability, safety, and reliability of the electrical isolation process.

[0049] Optionally, the operating status of the coupled trains can be determined based on the electrical signals corresponding to each data collection location, including: When the electrical signal corresponding to any critical train line affecting the operation of coupled trains meets the preset fault triggering judgment conditions, the coupled train is determined to be in a fault state affecting train operation; wherein, the critical train line includes at least one of the following: traction command train line, traction enable train line, forward train line, backward train line, emergency braking train line, train integrity train line, train activation train line and emergency traction command train line. When the electrical signals corresponding to all key coupled train lines do not meet the preset fault triggering conditions, it is determined that the coupled train is in normal operation.

[0050] Specifically, when monitoring and management agencies conduct real-time monitoring of the operational status of coupled-unit train lines, they can set corresponding fault triggering conditions (denoted as preset fault triggering conditions) based on pre-defined key coupled-unit train lines that affect the operation of coupled-unit trains. When any electrical signal at each acquisition location of any key coupled-unit train line satisfies the preset fault triggering conditions, the preset fault triggering conditions are considered met, the coupled-unit train is determined to be in a fault state, and the coupling disconnection logic is executed to disconnect the electric coupler connection of the coupled-unit train to prevent the abnormal line from continuing to affect train operation and to provide an electrical isolation scenario for accurate determination of subsequent fault location and type. Conversely, if none of the electrical signals corresponding to all key coupled-unit train lines satisfy the preset fault triggering conditions, the coupled-unit train is determined to be in normal operating condition.

[0051] Key multiple-unit train lines include at least one of the following: traction command train line, traction enabling train line, forward train line, backward train line, emergency braking train line, train integrity train line, train activation train line, and emergency traction command train line. The traction command train line is used to transmit traction control signals between the corresponding control units of each train in the multiple-unit train, achieving unified control of the traction power of the entire multiple-unit train. When the traction command train line experiences a fault such as an open circuit, short circuit, or signal abnormality, it may lead to power control failure, loss of traction commands, or inconsistent traction power among multiple cars, directly affecting train operation safety and power coordination. The traction enabling train line is used to transmit traction authorization or unlocking signals, ensuring that the traction system can only be put into operation when safety conditions are met. When this line experiences a fault such as voltage below a set threshold or signal distortion, it may cause the train to fail to start, traction function to be abnormally activated, or accidental shutdown. The forward train track is used to transmit train direction control signals (such as forward commands), ensuring that all control units of the coupled train execute the same direction command synchronously. Abnormal signals on this track may lead to train direction mismatch, resulting in control conflicts between trains and even dangerous situations of mutual traction, making it a high-risk track. The backward train track is used to transmit signals in the opposite direction to the forward train track (such as reverse commands), also ensuring consistency in the direction of travel and coordination of control for the coupled trains. Abnormal signals on this track may cause conflicting train direction signals, control delays, or the risk of reverse traction. The emergency braking train track is used to transmit emergency braking signals and is a critical track for ensuring synchronous braking of the entire train in emergency situations. Faults such as open circuits, grounding, or signal loss on this track will cause braking failure in some vehicles, posing a significant safety hazard. The train integrity train track is used to detect the physical and electrical connection status of the entire coupled train, ensuring that the trains have not decoupled, separated, or experienced communication interruptions. Faults such as signal interruptions, grounding, or abnormal detection resistance on this track may cause the system to misjudge the train status or fail to confirm train integrity, thus affecting the transmission of subsequent control commands. The train activation line is used to transmit activation authorization signals for the train control system (such as TCMS), ensuring the logical correctness of the coupled trains during startup, switching, or takeover of control. An abnormal signal on this line may result in a car not being correctly activated or being mistakenly activated, causing control system chaos or control contention. The emergency traction command line is used to transmit emergency traction commands under special or emergency conditions, ensuring the train can complete fault rescue or exit the operating section in a restricted mode. An abnormal signal on this line will prevent the train from performing emergency traction, posing a serious safety risk. Therefore, by setting preset fault trigger conditions for the aforementioned key coupled train lines, the monitoring and management agency can accurately identify high-risk signal channels that affect train operation safety under various abnormal scenarios, and automatically perform a disconnection operation when any key coupled train line abnormality is detected, achieving rapid electrical isolation and fault-limited control across trains.

[0052] For example, combined Figure 3 As shown (where, Figure 3 (a) is a schematic diagram of the structure of part of the train track in the first train of the coupled train. Figure 3 (b) is a schematic diagram of the structure of a portion of the train track for the second train in a coupled train system. The coupled train system includes the first and second trains electrically connected via fully automatic electric couplers, and the first and second trains are also mechanically connected via corresponding mechanical couplers. Taking the train integrity track as an example, the corresponding train tracks for each train in the coupled train system (such as...) Figure 3 The green lines in the diagram represent the train's integrity and the train lines. Figure 3 The green line in (a) represents the train line portion that forms part of the train line that completes the train system for the first train in the coupled train. Figure 3 (b) The green line represents the train line portion of the train integrity line formed by the second train in the coupled train. This section is connected via electric couplers to form a closed loop across the trains (i.e., the train integrity line), used for corresponding signal transmission. The electrical signal acquisition circuit is electrically connected to the train integrity line and is used to acquire corresponding electrical signals at the corresponding acquisition locations (acquisition points) of each train line within the train integrity line. The electrical signal acquisition circuit can be configured with multiple acquisition points, which can be arranged at key node locations on each train line to comprehensively acquire the operating electrical signals (such as voltage and current signals) of the train integrity line. This ensures a complete reflection of the electrical status of each section of the train integrity line, providing accurate data support for subsequent status judgment and fault analysis based on the train integrity line.

[0053] in, Figure 3 In (a), MC1 and MC2 represent the front control motor unit (or front driver's cab) and the rear control motor unit (or rear driver's cab) of the first train in the coupling, respectively. Figure 3 In (b), MC1 and MC2 represent the front and rear control units of the second train in the coupling, respectively. The connection end control unit of the first train in the coupling (i.e., the control unit at the end used to connect with the second train in the coupling) is coupled to the connection end control unit of the second train in the coupling (i.e., the control unit at the end used to connect with the first train in the coupling) via electric and mechanical couplers. Each train unit is equipped with a train activation control power supply (e.g., DC110V), control switches (e.g., train activation control power supply circuit breaker QFCA), and anti-reverse current diodes (VD) located on the train integrity line. Electrical connections between different carriages of the same train are achieved through coupler electrical connectors to ensure the continuity and integrity of signals and power supply inside the train. Between different trains (i.e., cross-train connection sections), cross-train electrical connections are made through fully automatic electric couplers to form a closed control loop that runs through the entire coupling train (e.g., the train integrity line).

[0054] Furthermore, the train integrity line consists of corresponding sections of the train tracks for the first and second coupled trains. Coupled trains can form two independent train integrity lines, corresponding to the two sets of train track circuits for the first and second coupled trains respectively (e.g., the first train integrity line and the second train integrity line). These two train integrity lines can respectively undertake the transmission and feedback of train integrity signals, used to monitor the overall connection status of the coupled trains and the electrical connectivity between the carriages. With the electric coupler closed, the two train integrity lines form an electrical parallel structure across trains, allowing power signals (such as DC 110V) from either train to be conducted to the other train via the electric coupler, achieving cross-train power and signal interconnection and improving the coupled trains' ability to handle faults. Figure 3 As shown ( Figure 3 (The circle in the middle represents a node on the train line). The first train integrity train line runs from the non-coupling end of the first coupled train to the non-coupling end of the second coupled train. Along the way, it passes through nodes 1, 2, 3, 4, 9, and 11 set on the first coupled train, and nodes 6, 4, and 9 set on the second coupled train. The corresponding data collection points for the above nodes are TCMS data collection points 1, 2, 3, 9, and 11 set on the first coupled train, and TCMS data collection points 5, 3, and 9 set on the second coupled train. These are used to collect voltage or current and other electrical signals at the corresponding nodes in real time to reflect the conduction status and signal continuity of the first train integrity train line. Similarly, the second train integrity line runs from the non-coupling end of the second coupled train to the non-coupling end of the first coupled train, passing sequentially through nodes 12, 13, 14, 8, 5, and 7 on the second coupled train, as well as nodes 10, 8, and 5 on the second coupled train. The corresponding data collection points for these nodes are TCMS data collection points 6 (located at the non-coupling end), 7, 8, 4, and 6 (located at the coupling end) on the second coupled train, and TCMS data collection points 10, 8, and 4 on the second coupled train. These data collection points are used to collect voltage or current signals at the corresponding nodes in real time, reflecting the conduction status and signal continuity of the second train integrity line. Furthermore, electrical signal acquisition points can also be set up on other train lines of the first and second coupled trains (such as train lines outside the train integrity lines) to monitor the operating status of each electrical circuit inside the train in real time when each train is running independently. When the coupled trains are in the uncoupled state or running as a single train, these electrical signal acquisition points distributed in key locations inside the train can still work continuously. The monitoring and management agency can judge the internal electrical connectivity and control signal integrity of a single train based on the node signals they collect, and realize independent detection of the safety status of the individual train operation.

[0055] Optionally, for any key coupled-train line, multiple acquisition points are set up to collect corresponding electrical signals at different locations (or nodes) of the coupled-train line, thereby forming a multi-dimensional signal monitoring chain spanning the entire line. This improves the spatial resolution of fault detection and allows for redundant verification through data from other acquisition points when signal distortion or interference occurs at a single acquisition point. This significantly enhances the detection accuracy, anti-interference capability, and reliability of the coupled-train line monitoring system.

[0056] Furthermore, the signals collected at each acquisition point are transmitted to the monitoring and management agency via an electrical signal acquisition circuit. This data is used by the monitoring and management agency to comprehensively determine and analyze the operating status and fault location of the coupled trains. For example, the monitoring and management agency is equipped with a TCMS digital input module to receive multi-channel input signals from the electrical signal acquisition circuit and to perform real-time sampling, digital conversion, and synchronous processing of each channel's signals. Combined with... Figure 4 As shown, the TCMS digital input module has multiple signal input ports corresponding to multiple acquisition points for each key coupled-train line. For example, it has n signal input ports corresponding to acquisition points 1-n of the traction command train line, n signal input ports corresponding to acquisition points 1-n of the traction enable train line, n signal input ports corresponding to acquisition points 1-n of the forward train line, n signal input ports corresponding to acquisition points 1-n of the backward train line, n signal input ports corresponding to acquisition points 1-n of the emergency braking train line, n signal input ports corresponding to acquisition points 1-n of the train integrity train line, n signal input ports corresponding to acquisition points 1-n of the train activation train line, n signal input ports corresponding to acquisition points 1-n of the emergency traction command train line, and so on.

[0057] Optionally, the preset fault triggering conditions include the electrical signal exceeding the corresponding preset normal range.

[0058] Specifically, when monitoring the operating status of coupled train lines, the monitoring and management agency can use the preset normal range of electrical signals at the corresponding acquisition locations for each key coupled train line (referred to as the preset normal range, which is used to limit the range of electrical signal values ​​at the corresponding acquisition locations under normal operating conditions) as a basis. When the electrical signal acquisition circuit acquires an electrical signal at the corresponding acquisition location of any key coupled train line that exceeds the corresponding preset normal range, the monitoring and management agency determines that there is an anomaly on the line and considers that the preset fault triggering judgment condition has been met.

[0059] In this way, monitoring and management agencies can automatically identify critical lines with abnormal electrical signal fluctuations in coupled train lines without human intervention, based on the comparison results of real-time collected electrical signals and preset normal ranges. This allows for timely and accurate detection of potential faults in the early stages and timely triggering of the disconnection logic, preventing abnormal signals from continuing to spread in the cross-train electrical circuits.

[0060] Optionally, after determining the operating status of the coupled trains based on the electrical signals corresponding to each acquisition location, the coupled train line monitoring method further includes: When the coupled train line is in a fault state, the fault type information and fault location information corresponding to the fault state are generated and output through the train TCMS display screen of the coupled train line monitoring system.

[0061] Specifically, when the monitoring and management agency determines that a coupled train line is in a fault state, it can simultaneously determine the fault location and fault type, and generate corresponding fault type information and fault location information. For example, fault location information includes the name of the faulty line (e.g., traction command train line, emergency braking train line, etc.), the corresponding data collection point number or node location, and the train number to which the fault belongs; fault type information includes open circuit, short circuit, grounding, signal distortion, etc. After the monitoring and management agency stores the above fault type information and fault location information in a structured manner, it can output (or display) it through its train TCMS display screen to achieve an intuitive presentation of the fault type and fault location, supporting maintenance personnel or drivers in monitoring and operating coupled trains.

[0062] Optionally, the train TCMS display screen can also output (or display) the operating status information of each section of the corresponding train line. Specifically, the monitoring and management agency can display the electrical signal status collected from each collection point in a graphical manner on the train TCMS display screen. For example, when a section of the train line is conductive, it is displayed in green; if the section is disconnected or de-energized, it is displayed in gray; when a fault (such as a short circuit, grounding, or open circuit) is detected in the section, it is displayed in red.

[0063] For example, taking the train integrity line as an example, when the train is not activated and there is no 110V or 24V low-voltage power supply (train activation control power supply), a low level is detected at the corresponding sampling point of the DC 110+ power supply, and the train integrity line displayed on the train TCMS screen appears gray, indicating that the line is not energized. When the train is activated, that is, when 110V (or 24V) low-voltage power is detected, a high level is detected at the corresponding sampling point of the DC 110+ power supply, and the corresponding section of the train integrity line on the display screen appears green, indicating that the line is conducting normally. If the train activation control power supply circuit breaker QFCA is open, or the diode VD is damaged, causing the corresponding sampling point to detect a low level, the line section will appear red on the display screen and trigger a TCMS alarm. At this time, the monitoring and management agency can further determine the fault type of the line (such as open circuit, short circuit, or grounding) based on the voltage distribution characteristics of the sampling points. For other sections of the train integrity line, the circuit status is also determined by collecting the voltage signals of the corresponding nodes and comparing them with a preset normal voltage range (e.g., using a comparator; when the voltage at the collected point exceeds the preset normal voltage range, the comparator outputs an abnormal level signal, such as a low level; when the voltage at the collected point is within the preset normal voltage range, it outputs a normal level signal, such as a high level), to determine whether each section is conducting or disconnected, thus forming a complete multi-node electrical status monitoring logic. Similarly, the operating status monitoring and display judgment principle of other key coupled-unit train lines is consistent with that of the train integrity line, all of which collect electrical signals at each collection point, analyze their conduction characteristics and changes, and realize real-time monitoring, status display, and fault alarm of the corresponding lines. Among them, when an abnormal voltage signal is detected in any key coupled-unit train line, the corresponding line section can be immediately highlighted in red on the train TCMS display screen, and an audible and visual alarm prompt can be issued, so as to facilitate the driver or (remote) maintenance personnel to quickly identify the faulty line and fault type, and realize full-line visual diagnosis and intelligent fault guidance.

[0064] Optionally, considering that the current in the train line generally flows in a fixed direction, in the process of determining the operating status of the coupled train line, fault diagnosis analysis can be performed sequentially on each section of the corresponding key coupled train line along the current flow direction. For example, the monitoring and management agency can perform fault diagnosis analysis according to the extension direction of the corresponding key coupled train line, based on the electrical signals at each acquisition point on the key coupled train line. When it is detected that the electrical signals at several consecutive acquisition points are within the normal range, and the electrical signal at the next acquisition point exceeds the corresponding range for the first time, the line section corresponding to the abnormal acquisition point can be determined as the fault section. Furthermore, the monitoring and management agency can further analyze the fault type by combining the voltage difference, current direction, and signal jump characteristics of adjacent acquisition points: if the voltage suddenly drops and the loop current is interrupted at a certain acquisition point, it is determined to be an open circuit fault; if multiple adjacent acquisition points simultaneously show a low level and a sudden increase in current, it is determined to be a short circuit fault; if the potential at the acquisition point is low and there is a continuous leakage current signal, it is determined to be a grounding fault.

[0065] For example, combined Figure 5 The diagram shown illustrates the fault diagnosis process based on the first train integrity train line. It is based on the configuration of the train activation control power supply and the train activation control power supply circuit breaker (QFCA) within the train integrity train line, with the QFCA located on the circuit between nodes 1 and 2 of the train integrity train line. The fault diagnosis process includes the following steps: S1. Train activation: If the train line monitoring system receives a train activation signal (DC110V / 24V power-on), it enters the complete train line monitoring process. S2. Sampling and Judgment: The monitoring and management agency reads the input level (ID1) corresponding to the TCMS acquisition point 1 of the first train in the multiple-unit train from the electrical signal acquisition circuit. If ID1 is high, proceed to step S3; if ID1 is low, proceed to step S4. S3. Normal display and cycle monitoring: Based on ID1=high level, it is determined that the first train node 1 to 2 of the reconnection is normally connected; the train TCMS display screen marks the circuit corresponding to the train integrity line shown in the display as green; S4. Abnormal Display and Alarm: Based on ID1=low level, determine that the conduction of the first train node 1-2 is abnormal (possibly caused by line grounding, short circuit, QFCA open circuit or wiring fault, etc.); the train TCMS display screen marks the circuit corresponding to the train integrity line shown in the display in red and outputs the corresponding alarm information (such as "abnormal first integrity train line", "grounding or short circuit of the first integrity train line" or "QFCA open circuit or wiring fault"); then proceed to step S5 to confirm the cause of the abnormality; S5. Confirm by closing QFCA. To distinguish whether the abnormality is caused by a line fault or a switch status, a closing command (closing) can be issued to the non-coupled end of the first train in the reconnection through the monitoring and management agency, and a delay timer T1 can be started. When the delay timer T1 is reached, the QFCA switch status is read again. If QFCA is in the open state, the abnormality is considered to continue. The train TCMS display screen will keep the circuit corresponding to the train integrity line (nodes 1-2 of the first train in the reconnection) displayed in red and output the corresponding alarm information (such as "the first integrity line is grounded or short-circuited"). Then, step S6 is executed to further determine and deal with the fault. If QFCA is in the closed state, the previous low-level signal is considered to be caused by a transient abnormality or switch malfunction. The circuit corresponding to the train integrity line displayed in the train TCMS display screen (nodes 1-2 of the first train in the reconnection) can be marked in green. Then, step S7 is executed. S6. Train Stop and Electric Coupling Disconnection: If the monitoring and management agency controls the coupled train (or each train) to stop traction or apply emergency braking until the coupled train comes to a complete stop, then the monitoring and management agency activates the automatic electric coupling disconnection solenoid valve to disconnect the electric coupling while maintaining the mechanical coupling, thus isolating the train lines of the first and second coupled trains and preventing the fault from spreading further. Subsequently, considering that the fault "first integrity train line grounded or short-circuited" may occur in either the first or second coupled train, a closing command (closing) is issued again to the non-coupling end QFCA of the first coupled train, and a delay timer T1 is started. When the delay timer T1 expires, the QFCA switch status is read again. If the QFCA is in the open state, it is considered that the above-mentioned fault has occurred in this train (i.e., the first coupled train), and the corresponding alarm information (such as "this train's integrity train line grounded or short-circuited" or "the first coupled train's integrity train line grounded or short-circuited") is output on the train TCMS display screen. If the QFCA is closed, it is assumed that the other train (i.e., the second train in the coupling) has experienced the above-mentioned fault. The corresponding alarm information (such as "the integrity line of the other train is grounded or short-circuited" or "the integrity line of the second train in the coupling is grounded or short-circuited") and corresponding traction prompt information (such as "towing by this train") will be output through the train TCMS display screen. The second train in the coupling will stop towing the coupling and the first train in the coupling will be used to tow the coupling. S7. Sampling and Judgment: The monitoring and management agency rereads the input level (ID1) of the electrical signal acquisition circuit at the TCMS acquisition point 1 of the first reconnected train, and re-judges the conduction status of nodes 1-2. If the resampled ID1 is high, it is determined that the line segment has been restored to normal conduction. The train TCMS display screen will keep the circuit segment (nodes 1-2 of the first reconnected train) corresponding to the train integrity line displayed in green and clear the corresponding alarm information. Then, step S9 is executed. If the resampled ID1 is low, it indicates that the fault has not been eliminated. It is determined that the QFCA is open or the wiring of nodes 1-2 of the first reconnected train is faulty. The corresponding alarm information (such as "QFCA open circuit or wiring fault of nodes 1 to 2 of the first reconnected train") is output through the train TCMS display screen. Then, step S8 is executed to deal with the fault. Step S8: The train comes to a complete stop, the electric coupler is uncoupled, and the traction control is switched. This involves controlling the coupled train (or individual trains) to stop traction or apply emergency braking until the coupled train comes to a complete stop. Then, the monitoring and management agency activates the automatic electric coupler uncoupling solenoid valve, disconnecting the electric coupler while maintaining the mechanical coupler connection. This isolates the train tracks of the first and second coupled trains, preventing the fault from spreading further. Afterward, the train's TCMS display screen outputs appropriate traction information (such as "traction by another train" or "traction by the second coupled train"), and the first coupled train stops traction of the coupled train, with the second coupled train traction the entire coupled train. Step S9, Sampling and Judgment: The monitoring and management agency reads the input level (ID2) corresponding to the TCMS acquisition point 2 of the first reconnected train from the electrical signal acquisition circuit, and judges the conduction status of nodes 2-3. If ID2 = high level, it is determined that the line segment is normally connected, and the train TCMS display screen marks the corresponding circuit segment (nodes 2-3 of the first reconnected train) in green, and then proceeds to step S10; if ID2 = low level, it indicates that the line segment is faulty, and the corresponding alarm information (such as "diode VD open circuit or wiring fault of the first reconnected train 2 to 3") is output through the train TCMS display screen, and then proceeds to step S8 to handle the fault. Step S10: Sampling and Judgment. The monitoring and management agency reads the input level (ID3) corresponding to the TCMS acquisition point 3 of the first reconnected train from the electrical signal acquisition circuit. The conduction status of nodes 3-4 is judged. If ID3 is high, the line segment is judged to be normally connected. The train TCMS display screen marks the circuit segment (nodes 3-4 of the first reconnected train) corresponding to the train integrity line displayed in green. Then, step S11 is executed. If ID3 is low, it indicates that the line segment is faulty. The corresponding alarm information (such as "connection relay KCUP fault or wiring fault of the first reconnected train 3 to 4") is output through the train TCMS display screen. Then, step S8 is executed to deal with the fault. Step S11: Sampling and Judgment. The monitoring and management agency reads the input level (ID9) corresponding to the TCMS acquisition point 9 of the first coupled train through the electrical signal acquisition circuit, and judges the conduction status of nodes 4 to 9. If ID9 is high, it is determined that the line segment is normally connected, and the train TCMS display screen marks the corresponding circuit segment (nodes 4 to 9 of the first coupled train) in green. Then, step S12 is executed. If ID9 is low, it indicates that the line segment is faulty. The corresponding alarm information (such as "electrical connector fault of the first coupled train coupler or wiring fault of the first coupled train 4 to 9") is output through the train TCMS display screen. Then, step S8 is executed to deal with the fault. Step S12, Sampling and Judgment: The monitoring and management agency reads the input level (ID11) of the electrical signal acquisition circuit at the TCMS acquisition point 11 of the first reconnected train, and judges the conduction status of nodes 9 to 11. If ID11 is high, it is determined that the line segment is normally connected, and the train TCMS display screen marks the corresponding circuit segment (nodes 9 to 11 of the first reconnected train) in green, and then executes step S12; if ID11 is low, it indicates that the line segment is faulty, and the corresponding alarm information (such as "connection fault of the first reconnected train from 9 to 11") is output through the train TCMS display screen, and then step S8 is executed to handle the fault. Step S13, Sampling and Judgment: The monitoring and management agency reads the input level (ID5) corresponding to the TCMS acquisition point 5 of the second coupled train from the electrical signal acquisition circuit. The conduction status of the section from node 11 of the first coupled train to node 6 of the second coupled train is determined. If ID5 is high, the section of the line is determined to be normally connected. The train TCMS display screen marks the section of the circuit (from node 11 of the first coupled train to node 6 of the second coupled train) corresponding to the train integrity line displayed in green. Then, step S14 is executed. If ID5 is low, it indicates that the section of the line is faulty. The corresponding alarm information (such as "wiring fault of section from node 11 of the first coupled train to node 6 of the second coupled train" or "wiring fault of fully automatic electric coupler 11 to 6") is output through the train TCMS display screen. Then, step S8 is executed (since the fault occurs at the fully automatic electric coupler, in step S8, the traction train can be either the first coupled train or the second coupled train) to handle the fault. Step S14: Sampling and Judgment. The monitoring and management agency reads the input level (ID3) corresponding to the TCMS acquisition point 3 of the second coupled train from the electrical signal acquisition circuit. The conduction status of nodes 6 to 4 of the second coupled train is determined. If ID3 is high, the line segment is determined to be normally connected. The train TCMS display screen marks the corresponding circuit segment (nodes 6 to 4 of the second coupled train) in green. Then, step S16 is executed. If ID3 is low, it indicates that the line segment is faulty. The corresponding alarm information (such as "connection fault of the second coupled train from 6 to 4") is output through the train TCMS display screen. Then, step S15 is executed to handle the fault. Step S15: Train comes to a complete stop, electric coupler uncoupling and traction control switching. This involves controlling the coupled train (or individual trains) to stop traction or apply emergency braking until the coupled train comes to a complete stop. Then, the monitoring and management agency activates the automatic electric coupler uncoupling solenoid valve, disconnecting the electric coupler while maintaining the mechanical coupler connection. This isolates the train tracks of the first and second coupled trains, preventing further spread of the fault. Subsequently, the train's TCMS display screen outputs appropriate traction prompts (such as "traction by another train" or "traction by the first coupled train"), and the second coupled train stops traction of the coupled train, with the first coupled train traction the entire coupled train. Step S16: Sampling and Judgment. The monitoring and management agency reads the input level (ID9) of the electrical signal acquisition circuit at the TCMS acquisition point 9 of the second coupled train and judges the conduction status of nodes 4 to 9 of the second coupled train. If ID9 is high, it is determined that the line segment is normally connected, and the train TCMS display screen marks the corresponding circuit segment (nodes 4 to 9 of the second coupled train) in green. If ID9 is low, it indicates that the line segment is faulty, and the corresponding alarm information (such as "faulty coupler electrical connector of the second coupled train or faulty wiring of the second coupled train from 4 to 9") is output through the train TCMS display screen. Then, step S15 is executed to deal with the fault.

[0066] Thus, the fault diagnosis of the (first) train integrity line is completed. It is worth noting that for the electrical signal acquisition at each acquisition point on each key coupled-train line, synchronous cyclic monitoring can be adopted. That is, under the unified control of the monitoring and management agency, the electrical signal acquisition circuit periodically and synchronously samples the electrical signals at all acquisition points (or acquisition locations) on each key coupled-train line, and inputs the sampling results to the monitoring and management agency in real time to promptly detect faults. Based on this, when the electrical signals at each acquisition point are within the normal range, the train TCMS display screen can show the corresponding line segment in green, indicating that the coupled-train line is operating normally overall; when any acquisition point's signal level is abnormal (such as low level or voltage drop), the corresponding line segment is immediately highlighted in red on the train TCMS display screen, and corresponding alarm information is output.

[0067] Similarly, for Figure 6 The diagram shown illustrates the fault diagnosis process for the second train integrity line. The corresponding fault diagnosis process is similar to steps S1 to S16 above, differing only in the corresponding relationships of sampling locations and circuit node numbers. The remaining detection logic, alarm display, and uncoupling control processes are similar and can be referred to the aforementioned... Figure 5 The process is clear and will not be elaborated upon here.

[0068] It should be understood that the above combination Figure 5 , Figure 6The illustrated embodiment primarily uses a train integrity line as an example to explain the diagnostic monitoring process of the coupled train line monitoring system. This clearly demonstrates the overall principle and specific implementation logic of the novel coupled train line monitoring system and method. It is worth noting that the novel coupled train line monitoring system is not only applicable to critical coupled train lines such as train integrity lines, but can also be extended to other types of coupled train lines, such as train lighting control lines and train air conditioning control lines. Their diagnostic monitoring principles and processes are basically the same as described above. The difference lies in the fact that these train lines undertake different control and signal transmission functions in the train electrical system, resulting in differences in their corresponding electrical schematics, monitoring point distribution, and diagnostic strategies.

[0069] In practical applications, monitoring and management agencies can configure corresponding electrical signal acquisition points and fault judgment logic according to the electrical characteristics of different coupled-train lines. For example, for critical coupled-train lines that directly affect train traction control and driving safety, such as traction commands, traction enable, and emergency braking, when the monitoring and management agency determines that the line is in a fault state affecting train operation based on the acquired electrical signals, it can automatically trigger the uncoupling drive mechanism to perform a disconnection action, causing the electric coupler of the coupled train to disconnect the electrical connection while the mechanical coupler remains connected. This achieves isolation of the train's electrical system, prevents the fault from spreading further, and ensures driving safety. For functional train lines that do not affect train operation and safety, such as lighting control train lines and air conditioning control train lines, faults will not directly affect train traction or braking. Therefore, when faults occur on such lines, the monitoring and management agency only performs real-time monitoring, fault alarms, and information prompts without triggering a disconnection operation. Furthermore, fault information for such train lines can also be output through the train's TCMS display screen in the form of prompts (such as "lighting control line abnormal" or "air conditioning control line short circuit"), so that drivers or maintenance personnel can perform maintenance after the train has come to a complete stop. In addition, the monitoring logic of the multiple-unit train line monitoring system has a high degree of scalability and modular design. Different types of multiple-unit train lines can be configured with different numbers and locations of electrical signal acquisition points according to actual needs, and different threshold judgment rules and alarm levels can be set through software parameterization.

[0070] In summary, the double-unit train line monitoring system can not only automatically and intelligently identify and safely isolate faults on critical lines affecting train operation, but also monitor the status and provide information prompts for other auxiliary lines, forming a unified monitoring system covering the entire train's electrical system, significantly improving the overall safety, reliability, and intelligent operation and maintenance level of double-unit trains.

[0071] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A novel monitoring system for multiple-unit train lines, characterized in that, Applied to coupled trains connected by electric and mechanical couplers; the coupled train line monitoring system includes: An electrical signal acquisition circuit is electrically connected to the coupling train line of the coupled train and is used to acquire corresponding electrical signals at corresponding acquisition positions of each train line in the coupled train line; wherein, the coupling train line includes the train line of each train in the coupled train; The monitoring and management mechanism is communicatively connected to the electrical signal acquisition circuit and the uncoupling drive mechanism of the coupled train, respectively. The monitoring and management mechanism is used to determine the operating status of the coupled train line based on the electrical signals corresponding to each acquisition position of each train line obtained by the electrical signal acquisition circuit, and to control the uncoupling drive mechanism to disconnect the electric coupler connection of the coupled train when the coupled train line is in a fault state affecting train operation.

2. The novel monitoring system for multiple-unit train lines as described in claim 1, characterized in that, The monitoring and management system includes a train TCMS display screen, which is used to display the information corresponding to the operating status; wherein, the operating status includes normal operating status and fault status, and the information corresponding to the fault status includes at least one of fault location information and fault type information.

3. A novel method for monitoring multiple-unit train lines, characterized in that, Based on the novel monitoring system for coupled train lines as described in claim 1 or 2, the monitoring method for coupled train lines includes: Acquire the electrical signals corresponding to each acquisition location of each train line in the coupled train line; The operating status of the coupled train line is determined based on the electrical signals corresponding to each of the acquisition locations; wherein the operating status includes normal operation status and fault status affecting train operation.

4. The novel monitoring method for multiple-unit train lines as described in claim 3, characterized in that, After determining the operating status of the coupled train line, the coupled train line monitoring method further includes: When the coupled train line is in the fault state, disconnect the electric coupler connection of the coupled train.

5. The novel monitoring method for coupled train lines as described in claim 4, characterized in that, After disconnecting the electric coupler of the coupled train, the coupled train line monitoring method further includes: The train corresponding to the fault condition is stopped from tractioning the coupled train, and the coupled train is tractioned by the other trains in the coupled train.

6. The novel monitoring method for coupled train lines as described in claim 5, characterized in that, The traction drive of the coupled train by other trains in the coupled train includes: The other trains in the coupled train are controlled to operate in a speed-limited mode until the coupled train reaches the target location.

7. The novel monitoring method for multiple-unit train lines as described in claim 4, characterized in that, Disconnecting the electric coupler connection of the coupled trains when the line is in the fault state includes: When the coupled train line is in the fault state, control the coupled train to stop traction or perform emergency braking until the coupled train stops moving. Disconnect the electric coupler of the coupled train.

8. The novel monitoring method for coupled train lines as described in any one of claims 3-7, characterized in that, Determining the operating status of the coupled train based on the electrical signals corresponding to each of the acquisition locations includes: When the electrical signal corresponding to any critical coupled-train line affecting the operation of the coupled-train meets the preset fault triggering judgment condition, the coupled-train is determined to be in the fault state affecting the operation of the train; wherein, the critical coupled-train line includes at least one of the following: traction command train line, traction enable train line, forward train line, backward train line, emergency braking train line, train integrity train line, train activation train line, and emergency traction command train line. When the electrical signals corresponding to all the key coupled train lines do not meet the preset fault triggering conditions, the coupled train is determined to be in the normal operating state.

9. The novel monitoring method for multiple-unit train lines as described in claim 8, characterized in that, The preset fault triggering conditions include the electrical signal exceeding the corresponding preset normal range.

10. The novel monitoring method for multiple-unit train lines as described in any one of claims 3-7, characterized in that, After determining the operating status of the coupled train based on the electrical signals corresponding to each of the acquisition locations, the coupled train line monitoring method further includes: When the coupled train line is in the fault state, fault type information and fault location information corresponding to the fault state are generated and output through the train TCMS display screen of the coupled train line monitoring system.

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