A method for identifying and alarming of home / auxiliary machine of railcar operation control equipment and related device

Abstract

This application discloses a method and related apparatus for identifying and alarming the primary / secondary operating equipment of a railcar operation control system, relating to the field of railcar on-board control and monitoring. The method includes determining the number of railcars in a target train formation and the status information of the operation control equipment of each railcar within the target train formation. The status information of the operation control equipment is either primary or secondary operating status. When the target train formation contains only one railcar, a single-car alarm logic operation is executed based on the status information of the operation control equipment of each railcar within the target train formation. When the target train formation contains multiple railcars, a multi-car alarm logic operation is executed based on the status information of the operation control equipment of each railcar within the target train formation. This application can automatically identify the primary and secondary operating status of the operation control equipment in a railcar train formation and promptly alarm when the status setting is incorrect, effectively preventing safety hazards caused by manual setting errors and improving the level of railcar operation safety control.

Description

Technical Field

[0001] This application relates to the field of onboard control and monitoring of rail vehicles, and in particular to a method and related device for identifying and alarming the primary / secondary equipment of a rail vehicle operation control device. Background Technology

[0002] Railcars, including track maintenance vehicles and large track maintenance machinery (hereinafter collectively referred to as operating vehicles), are core transportation equipment for railway construction, equipment maintenance, emergency repairs, and inspections. Their safe operation is an indispensable part of railway safety production. To ensure safety, according to the explicit requirements of the "Technical Specifications for Railcar Operation Control Equipment," all railcars and track maintenance machinery operating on national railway operating lines must be equipped with railcar operation control equipment. Since its nationwide implementation, this equipment has become a key onboard device for ensuring the safe operation of railcars.

[0003] In actual operation of work vehicles, multi-vehicle coupling and cooperation is a common working condition. In this scenario, the lead locomotive, which is in the lead of the traction, must have its operation control equipment set to "lead" mode to assume the core safety control responsibility of preventing "two violations and one overspeed" (violating the signal, violating the exit signal, and overspeeding); while the auxiliary locomotives coupled later must have their operation control equipment set to "auxiliary locomotive" mode. In this mode, the equipment only displays operating parameters and does not assume vehicle control functions.

[0004] However, the current operation control equipment relies entirely on manual settings and switching between "main" and "auxiliary" modes by the drivers and conductors based on operational conditions. This "human-controlled" mode presents significant safety hazards: if the drivers and conductors make a setting error or fail to switch in time, the main train's operation control equipment, which should be responsible for control, may mistakenly be in "auxiliary" mode. This mismatch will directly cause the entire train to lose critical safety protection, posing a major safety hazard of vehicle loss of control and seriously threatening railway operation safety. Summary of the Invention

[0005] The purpose of this application is to provide a method and related device for identifying and alarming the primary / secondary operation of a railcar operation control equipment. This method can automatically identify the primary and secondary operation status of the operation control equipment in a railcar train and promptly alarm when the status setting is incorrect, effectively preventing safety hazards caused by manual setting errors and improving the level of railcar operation safety control.

[0006] To achieve the above objectives, this application provides the following solution:

[0007] Firstly, this application provides a method for identifying and alarming the local / auxiliary equipment of a railcar operation control device, including:

[0008] The number of track cars in the target train group and the status information of the operation control equipment of each track car in the target train group are determined; the status information of the operation control equipment is either the main operation status or the auxiliary operation status.

[0009] When the number of track cars in the target train is one, a single-car alarm logic operation is executed based on the status information of the operation control equipment of the track cars in the target train.

[0010] When there are multiple track cars in the target train, a multi-car alarm logic operation is executed based on the status information of the operation control equipment of each track car in the target train.

[0011] The multi-vehicle alarm logic operation specifically includes:

[0012] When the status information of the operation control equipment of all railcars in the target train group is in the supplementary machine state, a first alarm command is generated and output. When the status information of the operation control equipment of any railcar in the target train group is changed to the primary machine state, the output of the first alarm command stops. The first alarm command is used to control the first alarm unit to output a first voice prompt.

[0013] When the status information of the operation control equipment of multiple railcars in the target train group is in the primary service state, determine whether the status information of the operation control equipment of this railcar is in the primary service state, and obtain the first judgment result.

[0014] If the first judgment result indicates yes, then a second alarm command is generated and output, and when the status information of the operation control equipment of only one railcar in the target group is in the local state, the output of the second alarm command is stopped; the second alarm command is used to control the first alarm unit to output a second voice prompt.

[0015] Secondly, this application provides a local / replacement machine identification and alarm device for rail vehicle operation control equipment, comprising: a host computer, the host computer including at least a first main control unit. The first main control unit is used to execute the aforementioned local / replacement machine identification and alarm method for rail vehicle operation control equipment.

[0016] According to the specific embodiments provided in this application, this application has the following technical effects:

[0017] This application provides a method and related device for identifying and alarming the primary / secondary operating mechanism of a railcar operation control system. By collecting the primary / secondary operating mechanism status of the system in real time and intelligently determining whether its operating mode is single-machine or multi-car formation, the method executes the corresponding single-machine alarm logic or multi-car formation alarm logic based on the determination result. This achieves automated and comprehensive monitoring of the operating status of the railcar operation control system. This method fundamentally transforms the accuracy assurance of the primary / secondary operating mechanism status from a "human-controlled" mode relying on manual judgment and operation to a "machine-based" mode automatically executed by the technical system. This effectively eliminates safety hazards such as vehicle runaway caused by human error or untimely status switching, significantly improving the reliability and intelligence level of railcar operation safety management.

[0018] This application provides a method and related device for identifying and alarming the primary / secondary motor status of a railcar operation control system. Based on mature microprocessor and communication technologies, it acquires common information data of the operation control system through real-time communication with the system's host. This common information data is then exchanged with the primary / secondary motor identification and alarm device of the coupled vehicle's operation control system via a CAN bus. Information is processed and judged according to alarm conditions. When the alarm conditions are met, an audible and visual alarm is automatically triggered, prompting the driver and passengers to correctly set the primary / secondary motor status of the operation control system. This achieves a shift from "human control" to "machine control" in verifying the correctness of the primary / secondary motor status settings of the railcar operation control system, eliminating safety hazards caused by incorrect primary / secondary motor status settings and ensuring the safe operation of the railcar. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic flowchart illustrating a method for identifying and alarming a track vehicle operation control device based on an embodiment of this application;

[0021] Figure 2 A schematic diagram of the functional modules of a local / replacement machine identification alarm device for a railcar operation control equipment provided in an embodiment of this application;

[0022] Figure 3 This is a schematic diagram illustrating the communication and information interaction of multiple vehicles in train formation according to an embodiment of this application.

[0023] Figure 4This is a schematic diagram of the status interaction of a multi-vehicle train formation operation control device provided in an embodiment of this application;

[0024] Figure 5 A flowchart of a single-vehicle alarm logic provided in an embodiment of this application;

[0025] Figure 6 A flowchart of the multi-vehicle grouping alarm logic provided in one embodiment of this application;

[0026] Figure 7 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0027] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] In one exemplary embodiment, such as Figure 1 As shown, a method for identifying and alarming the local / replacement unit of a railcar operation control device is provided. In this embodiment, it includes the following steps 201 to 204. Wherein:

[0030] Step 201: Determine the number of track cars in the target train group and the status information of the operation control equipment of each track car in the target train group; the status information of the operation control equipment is either the main service status or the auxiliary service status.

[0031] Step 202: When the number of track cars in the target train is one, execute the single-car alarm logic operation based on the status information of the operation control equipment of the track cars in the target train.

[0032] Step 203: When there are multiple track cars in the target train, execute a multi-car alarm logic operation based on the status information of the operation control equipment of each track car in the target train.

[0033] In another exemplary embodiment of this application, step 201, determining the status information of the operation control equipment of each railcar within the target train group, is replaced by the following steps 2011-2012:

[0034] Step 2011: Obtain the common information data broadcast by the operation control equipment of this railcar and the common information data broadcast by the operation control equipment of other railcars in the target train group.

[0035] Step 2012: Analyze all the public information data to obtain the status information of the operation control equipment of each track car in the target train group.

[0036] In another exemplary embodiment of this application, the common information data in steps 2011 to 2012 includes status information, vehicle number, route, speed, mileage, locomotive signal and station information, and the status information is the basic / supplementary status of the track vehicle's operation control equipment.

[0037] In another exemplary embodiment of this application, in step 203, the multi-vehicle alarm logic operation specifically includes:

[0038] When the status information of the operation control equipment of all railcars in the target train group is in the auxiliary machine state, a first alarm command is generated and output. When the status information of the operation control equipment of any railcar in the target train group is changed to the primary machine state, the output of the first alarm command stops. The first alarm command is used to control the first alarm unit to output a first voice prompt. The first voice prompt is a prompt to change the auxiliary machine state to the primary machine state, for example, the first voice prompt is a voice broadcast of "Please set the primary machine state".

[0039] When the status information of the operation control equipment of multiple railcars in the target train group is in the primary service state, determine whether the status information of the operation control equipment of this railcar is in the primary service state, and obtain the first judgment result.

[0040] If the first judgment result indicates yes, then a second alarm command is generated and output. The output of the second alarm command stops when only one track car in the target train has its operation control equipment status in the primary service state. The second alarm command is used to control the first alarm unit to output a second voice prompt. The second voice prompt is a prompt to change the primary service state to the auxiliary service state, for example, the second voice prompt is a voice broadcast of "Please correctly set the primary / auxiliary service state".

[0041] If the first judgment result is negative, then a no-alarm command is generated and output.

[0042] like Figure 6 As shown, the multi-car alarm working logic includes the following: when one of the track car operation control devices in the target train changes from the "supplementary machine" state to the "local machine" state, the alarm voice of all "local / supplementary machine identification alarm devices of track car operation control devices in this train stops, and the information that the working status is normal is displayed. One alarm cycle ends and the next alarm working cycle begins.

[0043] In another exemplary embodiment of this application, in step 202, the single-vehicle alarm logic operation specifically includes:

[0044] When the status information of the operation control equipment of the track car in the target group is in the service state, a no-alarm command is generated and output.

[0045] When the status information of the operation control equipment of the track car in the target train is in the auxiliary machine state, a third alarm command is generated and output. When the status information of the operation control equipment of this track car changes to the primary machine state, the output of the third alarm command stops. The third alarm command is used to control the first alarm unit to output a third voice prompt. The third voice prompt is a prompt to change the auxiliary machine state to the primary machine state, for example, the third voice prompt is a voice broadcast of "Please set the primary machine state".

[0046] like Figure 5 As shown, the single-vehicle alarm working logic includes: when the status information of the operation control equipment is changed from the auxiliary machine status to the main service status, the alarm voice stops, the information of normal working status is displayed, one alarm cycle ends, and the next alarm recognition working cycle begins.

[0047] By implementing steps 201 to 203 above, the system acquires real-time status information of the operation control equipment of each railcar within the target trainset and dynamically executes corresponding alarm logic based on the number of trainsets. This achieves automatic monitoring and intelligent alarming of the primary / secondary status of the operation control equipment. In single-car operation scenarios, the system can effectively identify and prompt the driver to set the equipment to the "primary" status, avoiding safety hazards caused by incorrect settings. In multi-car trainset operation scenarios, the system further achieves collaborative judgment of the status of all trainset equipment. When all trainsets are in the "secondary" status or multiple trainsets are in the "primary" status, the system can promptly issue a voice alarm and automatically stop the alarm after the status is corrected. This upgrades the safety control process, which originally relied on manual judgment and operation, to automatic prevention and control by technical equipment, significantly improving the safety and reliability of railcar operation and effectively eliminating the risk of accidents such as train runaway caused by incorrect settings of the operation control equipment.

[0048] This application also provides an application scenario in which the aforementioned method for identifying and alarming the primary / secondary equipment of railcar operation control equipment is applied. Specifically, the method for identifying and alarming the primary / secondary equipment of railcar operation control equipment provided in this embodiment can be applied to a railcar operation safety monitoring and automatic protection scenario. This scenario includes a railcar formation operation status monitoring stage, a train operation safety risk automatic alarm stage, and a multi-workshop safety status collaborative judgment stage. The method for identifying and alarming the primary / secondary equipment of railcar operation control equipment provided in this embodiment belongs to the train operation safety risk automatic alarm stage in the railcar operation control safety protection chain.

[0049] Based on the same inventive concept, this application also provides an apparatus for implementing the aforementioned method for identifying and alarming the local / supplementary engine of a railcar operation control device. The solution provided by this apparatus is similar to the implementation described in the above method. Therefore, the specific limitations of one or more embodiments of the local / supplementary engine identification and alarm apparatus for railcar operation control devices provided below can be found in the above-described limitations of the local / supplementary engine identification and alarm method for railcar operation control devices, and will not be repeated here.

[0050] In one exemplary embodiment, such as Figure 2 As shown, a local / supplementary device for identification and alarm of a railcar operation control system is provided, including a host and a display component. The host and display component communicate and exchange information via an RS422 bus. The host connects to the communication interface of the operation control equipment (GYK device) or the railcar management system (GMS device) via the RS422 interface. On railcars without a GMS device, the device directly connects to the communication interface of the operation control equipment host to obtain the local / supplementary status information of the operation control equipment. On railcars with a GMS device, the device connects through the GYK device adapter interface of the GMS device host to obtain the local / supplementary status information of the GYK device.

[0051] The host computer includes at least a first main control unit; the first main control unit is used to execute the aforementioned local / supplementary machine identification and alarm method for the railcar operation control equipment. The first main control unit also has a data recording function.

[0052] The host also includes an information acquisition unit and a reconnection communication unit. The information acquisition unit communicates with the operation control equipment of this track vehicle to obtain common information data broadcast by the operation control equipment of this track vehicle. The reconnection communication unit communicates with the operation control equipment of other track vehicles in the target train besides this track vehicle, such as... Figure 3 As shown, multiple trains communicate with each other through a reconnection communication unit to obtain common information data broadcast by the operation control equipment of other trains. When a reconnection communication unit is connected, the main unit of this train establishes a communication connection with the main units of other trains in the target train group through the CAN bus reconnection interface and exchanges information. The first main control unit identifies how many trains are coupled and the status of the local / supplementary settings of each train's GYK equipment based on the communication information.

[0053] The host also includes a first alarm unit, which is used to receive and execute alarm commands from the first main control unit.

[0054] For example, the first alarm unit may be a buzzer.

[0055] The local / replacement machine identification and alarm device of the railcar operation control equipment also includes a display component; the display component includes a display and a second communication unit.

[0056] The host computer also includes a first communication unit, which connects to the display via the first and second communication units. The display shows the number of track cars in the target train formation and the status information of the operation control equipment for each track car. The driver changes the status of the operation control equipment based on the information displayed on the display.

[0057] The host also includes a first power supply unit, which is used to provide operating power to the host.

[0058] The display component also includes a second alarm unit and a second main control unit;

[0059] The second alarm unit is used to connect to the first main control unit through the second main control unit, the second communication unit and the first communication unit, so as to receive and execute alarm commands from the first main control unit.

[0060] For example, the second alarm unit may be a buzzer.

[0061] The host also includes a first fault isolation unit, which is used to respond to a user's first isolation operation. The first isolation operation is used to suppress alarm outputs for specific faults generated by the host. Alarm outputs for specific faults generated by the host include communication failures between the host and the operation control device, as well as internal faults of the host.

[0062] The display component further includes a second fault isolation unit, which is used to respond to a second isolation operation by the user. The second isolation operation is used to suppress alarm outputs for specific faults generated by the display component. Alarm outputs for specific faults generated by the display component include communication failures between the display component and the host, as well as internal faults of the display component.

[0063] The display component further includes a second power supply unit, which provides operating power to the display component.

[0064] In one exemplary embodiment, the GX6 port of the host operating the control device is a public information data broadcast output port, employing an RS422 interface. The output public information includes vehicle number, date, time, route, mileage, and local / replacement device status. The host's information acquisition unit uses a high-performance isolated RS422 transceiver chip, communicating with the GX6 port of the GYK host through an encrypted and verified communication protocol to acquire the public information data of the GYK device in real time, thus realizing the acquisition of the local / replacement device status of the GYK device.

[0065] In an exemplary embodiment, the host's reconnection communication unit uses an isolated CAN transceiver module to reconnect with the host of the "local / supplementary identification and alarm device of the railcar operation control equipment" of other vehicles in the same train in a bus manner, so as to realize information interaction between the "local / supplementary identification and alarm devices of the railcar operation control equipment" of each vehicle in the train. The feature is that it adopts a cable connection method, automatically identifies the network, requires no settings, and is simple to operate.

[0066] Meanwhile, the host of the "GYK (Tramway Operation Control Equipment) Local / Supplementary Machine Identification and Alarm Device" will collect the common information of the GYK equipment and communicate with the reconnection communication unit of the host of the "GYK (Tramway Operation Control Equipment) Local / Supplementary Machine Identification and Alarm Device" of other vehicles through the binding method of "vehicle number + GYK status information", so as to realize the information interaction between the "GYK (Tramway Operation Control Equipment) Local / Supplementary Machine Identification and Alarm Devices" of each railcar in this train.

[0067] In one exemplary embodiment, after the vehicles are grouped, the main unit of the local / supplementary machine identification and alarm device of each railcar operation control equipment completes network communication via wired (CAN bus) or wireless means, such as Figure 4 The system obtains the vehicle number, number of vehicles, and status information of the train / repair unit from the bus, and determines the alarm output when the alarm conditions are met through multi-vehicle alarm logic operation or single-vehicle alarm logic operation.

[0068] In one exemplary embodiment, a computer device is provided, which may be a server or a terminal, and its internal structure diagram may be as follows. Figure 7As shown, the computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database contains information on the number of track cars in the target train formation and the status information of the operation control equipment for each track car in the target train formation. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a local / supplementary identification and alarm method for track car operation control equipment.

[0069] Those skilled in the art will understand that Figure 7 The structures shown are merely block diagrams of some structures related to the present application and do not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than shown in the figures, or combine certain components, or have different component arrangements. In an exemplary embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0070] In one exemplary embodiment, a computer-readable storage medium is provided storing a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0071] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0072] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0073] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM).

[0074] The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0075] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0076] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. Furthermore, those skilled in the art will recognize that, based on the ideas of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for identifying and alarming the primary / secondary equipment of a railcar operation control device, characterized in that, The method for identifying and alarming the local / replacement unit of the railcar operation control equipment includes: The number of track cars in the target train group and the status information of the operation control equipment of each track car in the target train group are determined; the status information of the operation control equipment is either the main operation status or the auxiliary operation status. When the number of track cars in the target train is one, a single-car alarm logic operation is executed based on the status information of the operation control equipment of the track cars in the target train. When there are multiple track cars in the target train, a multi-car alarm logic operation is performed based on the status information of the operation control equipment of each track car in the target train. The multi-vehicle alarm logic operation specifically includes: When the status information of the operation control equipment of all railcars in the target train is in the supplementary machine state, a first alarm command is generated and output. When the status information of the operation control equipment of any railcar in the target train changes to the primary machine state, the output of the first alarm command stops. The first alarm command is used to control the first alarm unit to output a first voice prompt. When the status information of the operation control equipment of multiple railcars in the target train group is in the local service state, determine whether the status information of the operation control equipment of this railcar is in the local service state, and obtain the first judgment result; If the first judgment result indicates yes, then a second alarm command is generated and output, and when the status information of the operation control equipment of only one railcar in the target group is in the local state, the output of the second alarm command is stopped; the second alarm command is used to control the first alarm unit to output a second voice prompt.

2. The method for identifying and alarming the primary / secondary unit of the railcar operation control equipment according to claim 1, characterized in that, Determining the status information of the operation control equipment for each railcar within the target trainset specifically includes: Acquire the common information data broadcast by the operation control equipment of this railcar and the common information data broadcast by the operation control equipment of other railcars in the target train; All the aforementioned public information data are parsed to obtain the status information of the operation control equipment for each track car in the target train group.

3. The method for identifying and alarming the primary / secondary unit of the railcar operation control equipment according to claim 2, characterized in that, The public information data broadcast by the operation control equipment includes status information, vehicle number, route, speed, mileage, locomotive signal, and station information.

4. The method for identifying and alarming the primary / secondary unit of the railcar operation control equipment according to claim 1, characterized in that, Based on the status information of the operation control equipment of the track cars within the target train group, execute the single-car alarm logic operation, specifically including: When the status information of the operation control equipment of the track car in the target train is in the supplementary machine state, a third alarm command is generated and output. When the status information of the operation control equipment of the track car is changed to the main service state, the output of the third alarm command stops. The third alarm command is used to control the first alarm unit to output a third voice prompt.

5. A local / replacement machine identification and alarm device for railcar operation control equipment, characterized in that, The local / replacement machine identification and alarm device of the railcar operation control equipment includes a main unit; The host includes at least a first main control unit; the first main control unit is used to execute the local / supplementary machine identification alarm method of the railcar operation control equipment according to any one of claims 1-4.

6. The local / replacement machine identification and alarm device for railcar operation control equipment according to claim 5, characterized in that, The host also includes an information acquisition unit and a reconnection communication unit; The information acquisition unit is used to communicate with the operation control equipment of this railcar to obtain public information data broadcast by the operation control equipment of this railcar. The reconnection communication unit is used to communicate with the operation control equipment of other track cars in the target train group, excluding the track car itself, to obtain common information data broadcast by the operation control equipment of the other track cars.

7. The local / replacement machine identification and alarm device for railcar operation control equipment according to claim 5, characterized in that, The host also includes a first alarm unit; The first alarm unit is used to receive and execute alarm commands from the first main control unit.

8. The local / replacement machine identification and alarm device for railcar operation control equipment according to claim 5, characterized in that, The local / replacement machine identification and alarm device of the railcar operation control equipment also includes a display component; the display component includes a display and a second communication unit. The host also includes a first communication unit; the first main control unit is used to connect to the display through the first communication unit and the second communication unit; the display is used to display the number of track cars in the target formation and the status information of the operation control equipment of each track car.

9. The local / replacement machine identification and alarm device for railcar operation control equipment according to claim 8, characterized in that, The display component also includes a second alarm unit and a second main control unit; The second alarm unit is used to connect to the first main control unit through the second main control unit, the second communication unit and the first communication unit, so as to receive and execute alarm commands from the first main control unit.

10. The local / replacement machine identification and alarm device for railcar operation control equipment according to claim 8, characterized in that, The host also includes a first fault isolation unit, which is used to respond to a user's first isolation operation; the first isolation operation is used to suppress alarm output of a specific fault generated by the host; the alarm output of the specific fault generated by the host includes communication failure between the host and the operation control device and internal failure of the host; The display component further includes a second fault isolation unit, which is used to respond to a second isolation operation by a user. The second isolation operation is used to suppress alarm outputs for specific faults generated by the display component. The alarm outputs for specific faults generated by the display component include communication failures between the display component and the host, as well as internal failures of the display component.

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