Urban rail transit multi-marshalling train coupling detection method based on network nodes

Abstract

The invention discloses an urban rail transit multi-marshalling train coupling detection method based on network nodes. In subway lines of urban rail transit, passenger flow is seriously unbalanced. The method comprises the steps that a first train and a second train are coupled, after an SWU of a first train END2 and an SWU of a second train END1 receive the safe coupling state of a CC at the local end and address, the first train END2 and the second train END1 shake hands, and the SWU sends the handshake state to the CC at the local end; after the CCs of the two trains receive the handshake train ID, connection is established, and the marshalling level is 2; after the third train joins in coupling and the SWU of the second train END2 and the SWU of the third train END1 perform handshake successfully, the state is sent to the CC of the train, the second train obtains the two-end safe coupling state, communication is quitted, the CC of the first train and the CC of the third train are informed to establish communication, and the marshalling level is 3; and according to the steps, more trains are subsequently added through handshake binding of the network nodes. According to the invention, the safety and reliability of coupling and de-coding are ensured.

Description

Technical Field

[0002] This invention belongs to the field of urban rail transit technology, specifically relating to a method for detecting the coupling of multi-car trains in urban rail transit based on network nodes. Background Technology

[0003] In urban rail transit subway lines, especially those connecting urban and suburban areas, passenger flow is severely unbalanced due to morning and evening rush hours. If the number of trains carrying passengers remains constant during each time period, insufficient capacity will occur during peak hours; while excessive capacity at other times will result in energy waste.

[0004] This problem can be effectively solved by using online train coupling and decoupling controlled by signals. During peak hours, online coupling allows for the deployment of multi-unit trains to increase capacity. During off-peak hours, online decoupling reduces energy consumption. This measure improves passenger satisfaction while significantly saving energy, responding to national energy conservation and emission reduction requirements. When trains pass through long tunnels, the existing "small-unit, high-density" operation mode results in significant air pressure on individual trains operating inside the tunnel due to the piston-like wind effect. Furthermore, this operational method is not conducive to emergency passenger evacuation scenarios such as fires or floods. By implementing flexible online train formation technology, small-unit trains can be coupled into larger trains (e.g., a "3+3+3" multi-unit configuration) before entering the tunnel. After the larger trains pass through the tunnel, they can be decoupled back into smaller trains according to operational needs.

[0005] The existing patent CN111267915A, "Method and System for Identifying Coupling Train Types, Onboard Controller, Equipment and Medium," describes a train coupling detection method that is only applicable to coupling two trains and can only determine the coupling status through the hard lines on the train tracks. When multiple train sets are coupled to more than two trains, this detection method is not applicable to the coupling of multiple train sets from a system safety perspective. Summary of the Invention

[0006] To overcome the shortcomings of existing technologies, this invention provides a method for detecting the coupling of multiple train sets in urban rail transit based on network nodes. This method enables the coupling and uncoupling of multiple train sets with more than two trains. After determining the train formation information, the length, weight, traction and braking characteristics of the entire train are obtained, thereby enabling automatic protection and automatic driving of the train on the line.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A method for detecting the coupling of multi-car trains in urban rail transit based on network nodes includes the following steps: Step 1: Train 1 and Train 2 are coupled together. The SWUs of Train 1 END2 and Train 2 END1 both receive the safe coupling status from the local CC. After addressing, the two sides handshake. Step 2: After a successful handshake, the SWU sends the handshake status to the vehicle's CC. Step 3: After the CCs of the two cars receive the handshake train IDs respectively, they begin to establish a connection and the formation level is increased to 2; Step 4: Train 3 is added to the coupling. After the SWU of END2 of Train 2 and END1 of Train 3 successfully shake hands, the status is sent to the CC of this train. Train 2 obtains the safe coupling status at both ends, exits communication and informs the CC of Train 1 to establish communication with the CC of Train 3, and the formation level is increased to 3. Step 5: Following this step, more trains will be added and coupled together through handshake binding of network nodes to improve the formation level.

[0008] Furthermore, the system defines different formation levels based on the number of the smallest train sets in the coupled trains: Level 0: Unknown Group Level 1: The smallest train group that can operate on the line. Level 2: A coupled train consisting of two of the smallest train sets. Level 3: A coupled train consisting of three of the smallest train sets. And so on Level n: A train consisting of n smallest group trains in a coupled train.

[0009] Furthermore, the red and blue dual-network onboard switches at both ends of the train can be physically and networked after the train is coupled together.

[0010] Furthermore, the vehicle-mounted switch (SWU), as a network node, has addressing capabilities.

[0011] Furthermore, the vehicle-mounted switch (SWU) as a network node has a handshake binding function.

[0012] Furthermore, the vehicle-mounted switch (SWU), as a network node, has status interaction capabilities.

[0013] Furthermore, the train CC sends the coupler coupling status to the SWU, with the status categorized as: safe coupling, unsafe coupling, and coupling status unknown.

[0014] The beneficial effects of this invention are: 1) This invention utilizes the existing vehicle-mounted switch SWU to realize the connection detection of the base network node without adding additional equipment, and also minimizes the software development cost; 2) This invention features dual-network redundant network nodes, ensuring the security and reliability of connection and decompression; 3) This invention can realize the coupling and uncoupling of multi-train sets of more than two trains; 4) The method of the present invention can be used in various signaling systems that use train coupling and decoupling functions, such as fixed block systems, quasi-moving block systems, moving block systems, as well as CBTC systems, CTCS systems, ETCS systems, PTC systems, ITCS systems and TACS systems, and is also applicable to these systems and similar systems. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the train network coupling structure of the present invention; Figure 2 This is a schematic diagram of the two-vehicle coupling principle of the present invention; Figure 3 This is a schematic diagram of the three-vehicle coupling principle of the present invention; Figure 4 This is a schematic diagram of a single-unit train according to an embodiment of the present invention; Figure 5 This is a schematic diagram of a two-car train according to an embodiment of the present invention; Figure 6 This is a schematic diagram of a train in Embodiment 3 of the present invention. Detailed Implementation

[0016] The present invention will now be described in detail with reference to specific embodiments.

[0017] This invention provides a method for detecting the coupling of multiple train sets in urban rail transit based on network nodes. It enables the coupling and uncoupling of multiple train sets with more than two trains. After determining the train formation information, the length, weight, traction and braking characteristics of the entire train are obtained, thereby enabling automatic protection and automatic driving of the train on the line.

[0018] This invention provides a method for detecting the coupling of multi-train sets in urban rail transit based on network nodes, comprising the following steps: Step 1: Train 1 and Train 2 are coupled together. The SWUs of Train 1 END2 and Train 2 END1 both receive the safe coupling status from the local CC. After addressing, the two sides handshake. Step 2: After a successful handshake, the SWU sends the handshake status to the vehicle's CC. Step 3: After the CCs of the two cars receive the handshake train IDs, they begin establishing a connection, and the formation level is raised to 2; for example... Figure 1 , 2 As shown; different formation levels are defined in the system based on the number of the smallest trains in the coupled trains: Level 0: Unknown Group Level 1: The smallest train group that can operate on the line. Level 2: A coupled train consisting of two of the smallest train sets. Level 3: A coupled train consisting of three of the smallest train sets. And so on Level n: A train consisting of n smallest group trains in a coupled train.

[0019] Step 4: Train 3 is added to the coupling. After the SWU of Train 2's END2 successfully hands over with the SWU of Train 3's END1, the status is sent to the CC of this train. Train 2 receives the safe coupling status at both ends, exits communication, and informs the CC of Train 1 to establish communication with the CC of Train 3. The formation level is increased to 3. Figure 3 As shown; Step 5: Following this step, more trains will be added and coupled together through handshake binding of network nodes to improve the formation level.

[0020] The red and blue dual-network onboard switches (switches used for communication between onboard controllers, hereinafter referred to as "SWU") at both ends of the train can perform physical and network connections after the train is coupled. The onboard switch SWU, as a network node, has addressing capabilities; the onboard switch SWU, as a network node, has handshake and binding capabilities; and the onboard switch SWU, as a network node, has status interaction capabilities. 1) Addressing is a technology for devices to automatically or manually obtain valid network addresses; it can trigger and search for network nodes of other trains in the address pool after obtaining a safe coupling status at any end of the on-board controller CC (computer unit used for train control, hereinafter referred to as "CC") according to a preset address pool.

[0021] 2) Communication handshake refers to the process by which two communicating parties exchange specific signals or information to confirm each other's status and parameters before data transmission, ensuring a reliable connection. After successful addressing, a handshake request is sent to the target address. The message contains the following information: life signal, train number (hereinafter referred to as "ID"), train end number (hereinafter referred to as END1 and END2), and coupling status. The SWU receiving the handshake request, if its own train's CC has also obtained a safe coupling status, replies to the request and the handshake is successful. After a successful handshake, they are mutually bound, addressing is closed, and no further handshake messages from other addresses are replied to. If the life signal is abnormal or the safe coupling status is lost, the handshake is actively disconnected.

[0022] 3) The onboard switch (SWU) can exchange messages with the onboard controller (CC). The SWU sends a handshake status to the CC, which can be categorized as: handshake completed (train ID), handshake in progress, or independent. The train CC sends the coupler coupling status to the SWU, which can be categorized as: safe coupling, unsafe coupling, or coupling status unknown.

[0023] The specific implementation method is as follows: A certain line has a minimum trainset of 3 cars, which can be coupled in two-car (3+3) or three-car (3+3+3) configurations. The trainset of 3 cars is defined as class 1, the two-car (3+3) trainset as class 2, and the three-car (3+3+3) trainset as class 3. When single-unit train T001 is running, if the coupling status sent by the CC to the SWUs at both ends is "not safely coupled," then the formation class of this single-unit train is 1. Figure 4 As shown.

[0024] When the double-unit train T001+T002 is coupled together, the CCs of T001 and T002 respectively send the collected safe coupling status to the corresponding SWUs. The SWUs perform addressing and handshake according to the above technical scheme, and after successful handshake, send the handshake status to their own CCs. After receiving the network node handshake status, CC1 of T001 immediately begins communication with CC2 of T002; the formation level is upgraded to 2, such as... Figure 5 As shown.

[0025] When a double-unit train T001+T002 is coupled to T003, after the SWU2 of T002 and the SWU1 of T003 handshake, they each send their handshake status to their respective CCs. Upon receiving the handshake information from both trains simultaneously, the CC of T002 informs the CC of T001. Then, the CC1 of T001 and the CC of T003 begin communication, and the train formation level is upgraded to 3. Figure 6 As shown.

[0026] When any situation other than those described above occurs, such as an abnormal coupling status, or a failure where dual-network communication is disconnected but the CC still receives coupling status information from the vehicle's hardwire, the formation level is reduced to 0: Unknown formation.

[0027] The content of this invention is not limited to the embodiments listed. Any equivalent modifications made by those skilled in the art to the technical solutions of this invention by reading this specification are covered by the claims of this invention.

Claims

1. A method for detecting the coupling of multi-train sets in urban rail transit based on network nodes, characterized in that: Includes the following steps: Step 1: Train 1 and Train 2 are coupled together. The SWUs of Train 1 END2 and Train 2 END1 both receive the safe coupling status from the local CC. After addressing, the two sides handshake. Step 2: After a successful handshake, the SWU sends the handshake status to the vehicle's CC. Step 3: After the CCs of the two cars receive the handshake train IDs respectively, they begin to establish a connection and the formation level is increased to 2; Step 4: Train 3 is added to the coupling. After the SWU of END2 of Train 2 and END1 of Train 3 successfully shake hands, the status is sent to the CC of this train. Train 2 obtains the safe coupling status at both ends, exits communication and informs the CC of Train 1 to establish communication with the CC of Train 3, and the formation level is increased to 3. Step 5: Following this step, more trains will be added and coupled together through handshake binding of network nodes to improve the formation level.

2. The method for detecting the coupling of multi-train sets in urban rail transit based on network nodes according to claim 1, characterized in that: The system defines different formation levels based on the number of the smallest trains in a coupled train: Level 0: Unknown Group Level 1: The smallest train group that can operate on the line. Level 2: A coupled train consisting of two of the smallest train sets. Level 3: A coupled train consisting of three of the smallest train sets. And so on Level n: A train consisting of n smallest group trains in a coupled train.

3. The method for detecting the coupling of multi-train sets in urban rail transit based on network nodes according to claim 2, characterized in that: The red and blue dual-network onboard switches at both ends of the train can be physically and networked after the train is coupled together.

4. The method for detecting the coupling of multi-train sets in urban rail transit based on network nodes according to claim 3, characterized in that: The vehicle-mounted switch (SWU) acts as a network node and has addressing capabilities.

5. The method for detecting the coupling of multi-train sets in urban rail transit based on network nodes according to claim 4, characterized in that: The vehicle-mounted switch (SWU) has a handshake and binding function as a network node.

6. The method for detecting the coupling of multi-train sets in urban rail transit based on network nodes according to claim 5, characterized in that: The vehicle-mounted switch (SWU) acts as a network node and has status interaction capabilities.

7. The method for detecting the coupling of multi-train sets in urban rail transit based on network nodes according to claim 6, characterized in that: The train CC sends the coupler coupling status to the SWU, which is divided into: safe coupling, unsafe coupling, and unknown coupling status.

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