Train networking sequencing method suitable for wired electric pneumatic braking system

Abstract

The invention provides a train networking sequencing method suitable for a wired electric pneumatic braking system, relates to the technical field of train braking control, and solves the limitation problems of complex system composition, high cost and the like in the networking sequencing of the existing electric pneumatic braking system. The method comprises the following steps: firstly, broadcasting a networking instruction containing a grouping quantity parameter and a time interval parameter to all vehicle braking devices by a host vehicle; each vehicle transmits static information to the host vehicle based on the unique vehicle number and after the distribution time slot is calculated and determined; the main locomotive enters a sorting stage after completing static information collection of all the trains, air pressure in the train pipes is emptied, a sorting instruction is broadcasted after the air pressure is emptied, and the train pipes are recharged with air while the sorting instruction is broadcasted; and after each vehicle braking device records the system timestamp corresponding to the train pipe pressure rise, the main locomotive completes the whole-column sequencing based on the corresponding response time. According to the invention, the complexity of a train networking sorting system is reduced, and meanwhile, the transportation efficiency is improved.

Description

Technical Field

[0001] This invention relates to the field of train braking control technology, and specifically to a train networking sequencing method applicable to wired electro-pneumatic braking systems. Background Technology

[0002] The wired electro-pneumatic braking control system is a train braking control system based on wired communication. It transmits braking control signals to each vehicle via cables to achieve braking control. Compared to traditional air braking systems, the wired electro-pneumatic braking control system has advantages such as fast response speed and high control precision, thus showing broad application prospects in heavy-haul trains. The wired electro-pneumatic braking control system uses power line carrier communication, solving the power supply problem for freight cars through bus power supply while simultaneously achieving data transmission functionality. This also reduces the cost and communication failure rate associated with laying additional communication cables.

[0003] In power line carrier communication systems, network sequencing plays a crucial role in identifying communication nodes within the power line network and assigning each node a unique address. This ensures that data packets are accurately transmitted to their destination nodes, avoiding address conflicts and data corruption. Sequencing allows for dynamic adjustment of node connections, optimizing network structure and improving communication quality. Especially when network changes occur (such as the addition or failure of nodes), the topology can be rapidly adjusted to maintain network stability.

[0004] Existing wired ECP technology for heavy-haul railway freight cars uses power line carrier communication with the LONWORKS protocol, but its network topology is relatively complex. For example... Figure 1 As shown, the wired electro-pneumatic braking control system is equipped with dedicated hardware at both the locomotive and rolling stock ends to achieve train formation and sequencing. The locomotive end has two power supply systems, outputting DC 230V and DC 24V respectively. The DC 230V power supply is used for train networking and powering the rolling stock equipment, while the DC 24V power supply is used solely for train sequencing. At the rolling stock end, to achieve train formation and sequencing, batteries, a bus current detection module, and controllable switching loads are also installed.

[0005] During train networking, the locomotive issues grouping and sequencing commands. All train network devices on the bus, except for the locomotive, including vehicle control units and auxiliary locomotive control units, send their static information to the locomotive control unit upon receiving the networking commands. The locomotive receives and processes this information to complete the train networking. Subsequently, the locomotive shuts down the DC 230V output of the train power supply unit, and the vehicles are powered by backup batteries. Then, the system turns on the DC 24V output of the train power supply unit. Once the DC 24V voltage on the train bus stabilizes, the locomotive control unit issues commands to each vehicle to close its switching load for 300ms and then disconnect it. When the load closes, the vehicle control unit between the vehicle with the closed load and the locomotive's train power supply unit detects a current pulse and counts it. After confirming that all vehicles have closed and disconnected in sequence, the locomotive unit determines the position of each vehicle in the train based on the detected pulse count and delay to complete the train sequencing. After sequencing, the train power supply unit restores the DC 230V output. Summary of the Invention

[0006] The purpose of this invention is to address the problem that existing electro-pneumatic braking system networking and sequencing methods rely on additional hardware such as dedicated DC 24V power supplies, bus current detection modules, and controllable loads, resulting in complex system configurations and high costs. Therefore, this invention proposes a train networking and sequencing method suitable for wired electro-pneumatic braking systems. By integrating domestically produced power line carrier communication modules, communication protocols, pressure monitoring technology, and time-division multiple access strategies, this invention not only enhances train operation safety but also improves transportation efficiency, demonstrating significant practical value and broad application potential.

[0007] The present invention employs the following technical solutions to achieve its objective: A train networking sequencing method applicable to wired electro-pneumatic braking systems, the method comprising the following steps: S1. Entering the networking phase, after the main vehicle is activated by the bus voltage, it broadcasts a parameter including the number of groups to the braking devices of all vehicles. and time interval parameters The network configuration command; the braking system of each vehicle is based on the last preset digits of its factory-set unique vehicle number. Through formula Calculate the time slot index of the data uploaded by this vehicle. And delayed based on the network command timestamp. This is the time slot allocated to this vehicle, at which time the vehicle's static information is uploaded to the main vehicle. S2. Optimize the networking phase through a multi-round networking approach; the host vehicle sends roll call instructions sequentially based on the static information of each vehicle received in the first round; vehicles that have completed roll call do not respond to networking instructions in subsequent rounds; the host vehicle dynamically adjusts the total number of networking rounds based on the pre-acquired actual number of attached vehicles, thereby determining the corresponding group quantity parameters. This continues until the static information of all vehicles is collected. S3. Entering the sorting stage, the main engine broadcasts a sorting preparation command to all vehicles, causing all vehicles to enter silent mode; the main engine then empties the air pressure in the train pipe and broadcasts a sorting command after the air pressure is emptied, while simultaneously refilling the train pipe with air; when the braking device of each vehicle detects that the pressure value of its train pipe has increased by the first preset pressure threshold compared to the initial value when the air pressure is emptied, it records the current system timestamp. S4. After the main car detects that the pressure value of the train pipe at the end of the train has risen to the second preset pressure threshold compared with the initial value when the train is emptied, it sequentially polls each car and obtains the system timestamp recorded by each car, determines the response time of each car, and completes the sorting of the entire train based on the response time.

[0008] Preferably, a bus activation step is included before the networking stage in step S1: after the train completes the physical connection and the host car power supply is turned on, the bus voltage rises to a preset voltage threshold to activate all electronic devices on the bus; at this time, the braking devices of each vehicle remain silent, the tail device starts first and uploads the status beacon, the host car receives the status beacon and verifies the bus integrity, and after the verification is successful, it triggers the broadcast of networking instructions.

[0009] Preferably, in step S1, the numbers corresponding to each vehicle braking device... The last three digits of its factory-pre-assigned unique vehicle serial number; group quantity parameter. The number of vehicles actually attached to the main vehicle is dynamically set, and The value shall not be less than a preset percentage of the actual number of vehicles mounted.

[0010] Preferably, in step S2, after receiving the static information of each vehicle during the first round of networking, the host vehicle generates a naming sequence by arranging the corresponding vehicle numbers in ascending or descending order. Based on the naming sequence, the host vehicle sends naming instructions to each corresponding vehicle in sequence. The named vehicle enters a dormant state after replying with a confirmation message, and vehicles in the dormant state no longer respond to networking instructions. For vehicles that are not named, the host vehicle initiates a new round of networking instruction broadcasting, and the number of groups parameter in this round of networking instructions is changed. Whether to make dynamic adjustments will be determined based on the number of vehicles that were not named.

[0011] Specifically, in step S3, the main car empties the air pressure in the train pipes of the entire train by placing the brake valve in the emergency brake position, and refills the train pipes by placing the brake valve in the run / release position while broadcasting the sequencing command.

[0012] Preferably, when the braking device of each vehicle detects that the train pipe pressure value of the vehicle has increased by 10 kPa compared with the initial value when purging, it records the current system timestamp.

[0013] Preferably, in step S4, the main vehicle only initiates the vehicle polling operation after the train end device reports through the bus that the train pipe pressure value at the end of the train has risen to 400 kPa compared to the initial value during emptying; during polling, the main vehicle accesses each vehicle control device in ascending or descending order according to the corresponding vehicle number in the static information of each vehicle, and obtains the system timestamp recorded by it.

[0014] Specifically, after the host vehicle obtains the system timestamps recorded by all vehicles, it determines the response time corresponding to each vehicle, and determines the physical position arrangement of each vehicle from front to back based on the order of the shortest to longest response times.

[0015] Specifically, in step S1, the networking phase employs a time-division multiple access strategy, using an improved grouping algorithm to network the braking devices of each vehicle. In this improved grouping algorithm, the last three digits of the unique vehicle number of each braking device are used for networking. , and the number of groups parameter Perform modulo operations to generate time slot indexes. This allows multiple bus nodes corresponding to multiple vehicles to be automatically divided into different groups, and to upload the static information of each vehicle within the discrete time window corresponding to the time slot allocated to it.

[0016] Specifically, the unique vehicle identification number (VIN) for the vehicle braking system is a 7-digit code, which is permanently stored in the read-only memory of the vehicle braking system; the time slot index is calculated during the network formation phase. At that time, only the last three digits of the 7-digit code are extracted to form the number. And participate in modular arithmetic.

[0017] In summary, due to the adoption of this technical solution, the beneficial effects of this invention are as follows: This invention integrates a domestically produced power line carrier communication module with relevant communication protocols, combined with time-division multiple access (TDMA) strategy and pressure monitoring technology, to realize a new train networking sequencing method. This method significantly reduces reliance on additional dedicated hardware equipment, such as a DC 24V power supply for sequencing, a bus current detection module, and controllable switching loads, thereby effectively reducing the system hardware configuration and overall cost.

[0018] During the networking process, by introducing automatic grouping and time-segmented transmission mechanisms, this invention can effectively distribute bus load, avoid communication link congestion, significantly reduce data packet loss rate, and thus improve the speed and stability of network construction.

[0019] During the sorting process, this invention utilizes train pipe pressure change monitoring technology to replace the traditional current pulse counting method, simplifying the software implementation logic of the sorting function, reducing hardware investment, and improving the execution efficiency of the sorting process. This method can also intelligently calculate the optimal sorting scheme by comprehensively analyzing the positional distance between the vehicle and the locomotive, as well as track information, further improving sorting accuracy.

[0020] The method of this invention significantly simplifies the system hardware structure and reduces construction and maintenance costs while ensuring orderly and efficient communication, and at the same time improves network stability and sorting efficiency, providing a reliable guarantee for train operation safety and transportation efficiency. Attached Figure Description

[0021] The present invention is described in detail with reference to the following figures, which include two figures as follows: Figure 1 This is a schematic diagram of the system hardware structure when performing network sequencing for the existing system; Figure 2 This is a schematic diagram illustrating the overall process of the train networking and sequencing method of the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0023] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0024] A train networking sequencing method applicable to wired electro-pneumatic braking systems. Figure 2 The overall process of this method is briefly described below and can be viewed concurrently; the key steps of this method can be summarized as follows: S1. Entering the networking phase, after the main vehicle is activated by the bus voltage, it broadcasts a parameter including the number of groups to the braking devices of all vehicles. and time interval parameters The network configuration command; the braking system of each vehicle is based on the last preset digits of its factory-set unique vehicle number. Through formula Calculate the time slot index of the data uploaded by this vehicle. And delayed based on the network command timestamp. This is the time slot allocated to this vehicle, at which time the vehicle's static information is uploaded to the main vehicle. S2. Optimize the networking phase through a multi-round networking approach; the host vehicle sends roll call instructions sequentially based on the static information of each vehicle received in the first round; vehicles that have completed roll call do not respond to networking instructions in subsequent rounds; the host vehicle dynamically adjusts the total number of networking rounds based on the pre-acquired actual number of attached vehicles, thereby determining the corresponding group quantity parameters. This continues until the static information of all vehicles is collected. S3. Entering the sorting stage, the main engine broadcasts a sorting preparation command to all vehicles, causing all vehicles to enter silent mode; the main engine then empties the air pressure in the train pipe and broadcasts a sorting command after the air pressure is emptied, while simultaneously refilling the train pipe with air; when the braking device of each vehicle detects that the pressure value of its train pipe has increased by the first preset pressure threshold compared to the initial value when the air pressure is emptied, it records the current system timestamp. S4. After the main car detects that the pressure value of the train pipe at the end of the train has risen to the second preset pressure threshold compared with the initial value when the train is emptied, it sequentially polls each car and obtains the system timestamp recorded by each car, determines the response time of each car, and completes the sorting of the entire train based on the response time.

[0025] The method of this embodiment is particularly applicable to heavy-haul freight trains. The following is a detailed introduction and preferred description of the network formation phase of the method.

[0026] After the heavy-haul train completes the mechanical coupler and electrical connection between all cars, the traction power system of the locomotive outputs the rated DC voltage to the train bus. At this time, the bus voltage is in a waiting state and is at a low level. Until the locomotive operator turns on the main power supply switch of the train, the bus voltage will quickly rise to a stable operating level of 100V. This voltage rise process triggers the power management chips of all electronic devices on the bus, causing them to enter the wake-up state, marking the completion of system bus activation. In this embodiment, the bus specifically refers to a twisted-pair or coaxial cable network based on power line carrier communication technology, which has dual functions of power transmission and data communication, and the voltage range can cover the DC range of 0-300V, while also having corresponding preset communication frequency bands.

[0027] After the bus voltage stabilizes at 100V, all vehicle braking devices connected to the bus automatically enter silent mode. In silent mode, devices only maintain basic power management and bus monitoring functions, without actively sending any data frames, thus avoiding network congestion caused by disordered communication. The EOT (Electronic Headquarters Device) at the end of the train, having an independent power management system, will prioritize starting its core processor upon activation. The EOT can ensure that after initialization, it immediately broadcasts a status beacon containing the device ID, hardware version number, and current air pressure value to the bus via a preset startup delay timer. The locomotive braking control unit continuously monitors the bus channel through a dedicated carrier demodulation module. When it captures the data packet of the EOT status beacon, it initiates a bus integrity verification procedure: first, it verifies the CRC checksum of the beacon frame to ensure data integrity; then, it compares the EOT ID in the beacon with the expected value stored in the locomotive. If the verification fails, the locomotive control unit will trigger an audible and visual alarm and terminate the subsequent process; if the verification passes, it generates a network startup command, marking the completion of the bus initialization phase.

[0028] After confirming the integrity of the bus, the main vehicle control unit immediately broadcasts a network setup command data frame to the entire train. The network setup command uses a fixed-length binary encoding format and contains two key configuration parameters: the number of packets. (Occupies 1 byte) and time interval parameter (Occupies 1 byte, unit is millisecond). After receiving the networking command via the built-in modem, all vehicle braking devices read the unique vehicle number of the vehicle braking device pre-programmed at the factory from the read-only memory ROM. This number is a 7-digit decimal code, such as 0087952; to reduce computational complexity and ensure reasonable calculation, the method in this embodiment will only extract the last three digits of the number. For example, the aforementioned 952, to participate in subsequent calculations.

[0029] The core processor of the vehicle braking system is based on the formula Calculate the time slot index for data upload from this vehicle. , here The operation is an integer modulo operation, and its mathematical definition is: ,in This represents the floor function. The result is... For those between 0 and An integer between 1 and 2 represents the logical position index of the vehicle in the grouped time slot sequence. For example, when , hour, After the calculation is completed, the vehicle processor starts a delay timer, set to a value of [value missing]. Using the aforementioned example, if If the timer is 100 ms, then the delay value is 5200 ms. After the timer expires, the vehicle will be within the specified time window, for example, a window length of... The internal host vehicle uploads a response data packet containing static information such as its unique vehicle number, brake valve model, and software version.

[0030] The above process in this embodiment is a time-division multiple access mechanism. By discretizing the transmission time slots, multiple vehicle nodes are allocated to different time windows for communication, thereby effectively reducing the probability of bus collisions. However, it should be noted that if... Setting the timeout too short, such as below 50 ms, may cause adjacent time slot windows to overlap, leading to multiple vehicles transmitting simultaneously; if Setting the time too long, such as exceeding 200 ms, will increase bus idle time and reduce network efficiency. Therefore, in practical applications, parameters need to be dynamically optimized according to the train formation size: for short train formations of 30 cars or less, it is recommended to set the time to [specific value]. The time is 80 ms, and the number of groups is a parameter. The recommended value is 150; for heavy-haul trains with more than 100 carriages, a setting of [missing value] is recommended. The packet count parameter is 120 ms, which is the number of packets required to completely network all vehicles at once. It needs to be greater than the total number of vehicles.

[0031] After the initial network setup command is broadcast, the main vehicle control unit starts a response timeout timer. During this period, the main vehicle stores the received vehicle static information data packets in a circular buffer and updates the list of responding vehicles in real time. After the timer expires, the main vehicle performs the first round of network setup result analysis: if the number of received vehicles equals the expected train formation number, it means that the network setup for all vehicles is complete in one round, and the multi-round optimization steps can be skipped. The expected train formation number can be manually entered by the driver or obtained from the train control system. If there are unresponsive vehicles, the reason may be related to the grouping parameter. The intentional low setting is used to directly perform multiple rounds of optimization, or it is caused by time slot conflicts or communication packet loss. In this case, the multi-round network optimization mechanism is activated.

[0032] The core of the multi-round network optimization mechanism lies in dynamically adjusting network parameters and the target vehicle range. In this embodiment, the host vehicle first generates a naming sequence by sorting the received vehicle numbers in ascending order, for example, [0001352, 0002468, ..., 0087952]. Then, it sends a unicast naming command to each vehicle in the sequence in sequence. The named vehicle immediately replies with an ACK frame after receiving the command and enters a sleep mode. For vehicles that do not appear in the naming sequence or do not reply with an ACK, the host vehicle marks them as "not collected". Subsequently, the host vehicle calculates the number of remaining uncollected vehicles and dynamically sets the group quantity parameter of the new round of network commands accordingly. The time interval parameter in the new round of network configuration instructions The initial settings are usually kept unchanged.

[0033] After the main vehicle broadcasts the new network configuration command, only vehicles in the "uncollected state" will respond to this command. The response logic is the same as in the first round: the time slot index is calculated based on the last three digits of the locally unique vehicle ID. Delay Data is then uploaded. This mechanism in this implementation significantly improves the collection efficiency of subsequent rounds by narrowing the target vehicle range and optimizing grouping parameters. The multi-round networking process is executed cyclically until all vehicle information is successfully collected or the maximum round limit is reached; finally, the host vehicle generates a complete vehicle information mapping table, with each vehicle's unique vehicle number corresponding to its communication address, marking the completion of the networking phase.

[0034] The following is a detailed introduction and optimal description of the sorting stage in the method.

[0035] After the networking phase is completed, the main vehicle control unit generates a full train vehicle information mapping table and then initiates the sorting preparation process. The main vehicle first broadcasts a sorting preparation command via the bus. This command can use a high-priority data frame format with a frame header identifier of 0xE0, forcibly overriding other communication tasks. Upon receiving this command, all vehicle braking devices immediately enter a silent operation mode: suspending the data reporting function of the fault diagnosis module, shutting down unnecessary peripheral circuits to reduce power consumption, and simultaneously activating the high-precision sampling mode of the train pipe pressure sensor, temporarily increasing the sampling rate. This mode switch aims to ensure that subsequent air pressure monitoring of the train pipe is not interfered with by bus communication and to improve the sensor response speed.

[0036] After the pre-sequencing command is issued from the locomotive control panel, the driver manually triggers the emergency braking operation, or the control system executes it automatically. At this time, the locomotive brake valve switches to the "emergency brake position," driving the high-pressure air in the main air reservoir to quickly vent the residual air pressure in the train pipes through relay valves, etc. The venting process continues until the pressure in the train pipes of the entire train drops to a stable lower limit, typically when the pressure drops to 0. This state is monitored in real time by the locomotive pressure sensor and fed back to the control unit. After the air pressure in the train pipes is released, the locomotive control unit automatically broadcasts the sequencing command, with the frame header identifier being 0xE1, and simultaneously controls the brake valve to be placed in the "operation position," also known as the brake release / air filling position. After the brake valve command is triggered, the compressed air stored in the locomotive's main air reservoir will inject high-pressure airflow into the train pipes of the entire train through the brake pipeline, forming an air pressure wave propagating from the front of the train to the rear. Here, "operation position" is a standard position term in railway braking systems, specifically referring to the position state where the brake valve opens the air filling channel.

[0037] Upon receiving the sequencing command, each vehicle's own control unit immediately initiates three synchronization operations: 1. Initialize the local high-precision real-time clock. This clock arrives at time T1 via a command broadcast on the bus and is synchronized with the main vehicle system time. 2. Record the initial value of the train pipe pressure of this vehicle. ; 3. Activate the train pipe pressure rise threshold detection thread for this vehicle.

[0038] This monitoring thread will continuously compare the current pressure sampling values ​​of this vehicle. and The difference, when satisfying When the pressure is greater than or equal to 10 kPa, immediately latch the current system timestamp T2. For example, the initial pressure value of a vehicle... The pressure is 5 kPa (the train pipe cannot be completely emptied and depressurized due to various factors), when it is detected... When the pressure rises to 15 kPa, a timestamp recording is triggered, and the value of T2 is the relative time counted from T1. In this embodiment, the pressure threshold is set to 10 kPa based on the optimization results of fluid dynamics simulation and measured data: a threshold that is too low is easily affected by sensor noise, while a threshold that is too high will lead to an increase in the propagation delay measurement error.

[0039] During the air inflation process, the EOT (Electronic Toll Collection) device located at the end of the train also simultaneously monitors local pressure changes at the end of the train. When its pressure sensor detects... When the pressure rises to 400 kPa or higher, a charging completion signal is sent to the main vehicle via the bus. Upon receiving this signal, the main vehicle initiates a vehicle response time polling process: according to the ascending sequence list of vehicle numbers generated during the network setup phase, a unicast query command is sent sequentially to each vehicle. The queried vehicle replies to the main vehicle with its locally stored T2 value—the response time from the start of the charging command to the pressure rise of 10 kPa—encapsulated as a 16-bit integer in milliseconds. For example, vehicle number 0087952 responds with a response time of 1256 ms, and vehicle number 0001352 responds with a response time of 248 ms.

[0040] After collecting the response time data of all vehicles, the main locomotive executes a position sorting algorithm: first, it sorts the vehicles in ascending order of response time value from smallest to largest, generating an initial position sequence. The logical meaning of this sequence is: the vehicle with the shorter response time is closer to the main locomotive because the pressure wave propagation path is shorter. For example, if the main locomotive of a train collects data from three vehicles: vehicle A has a response time of 248 ms, vehicle B has a response time of 736 ms, and vehicle C has a response time of 1256 ms, then the initial sequence is A→B→C, corresponding to the physical positions of the 1st car behind the main locomotive → the 2nd car → the 3rd car.

[0041] In addition, if there are two adjacent vehicles with a response time difference of less than 10 ms, such as vehicle D with a response time of 532 ms and vehicle E with a response time of 538 ms, with a difference of only 6 ms, the system can mark them as "fuzzy pair" and start the secondary air charging verification process: the main vehicle applies emergency braking air pressure again, and after the pressure returns to zero, the air charging process is repeated, and the response time difference of the vehicle pair is measured again.

[0042] Finally, the main vehicle can generate a vehicle position mapping table based on the response time sorting, which contains the unique vehicle number of each vehicle and its actual physical position number attached to the main vehicle. At the same time, the vehicle silent mode is deactivated, and normal bus communication is restored. This vehicle position mapping table provides key topology data for the braking control of the subsequent wired electro-pneumatic braking system: when the main vehicle issues a braking command, the system can calculate the braking timing offset of each vehicle based on the position sequence to achieve braking wave speed synchronization; in fault location scenarios, the main vehicle can quickly locate the specific physical position of the faulty vehicle in the entire column by combining the unique vehicle number with the position index.

Claims

1. A train networking sequencing method applicable to wired electro-pneumatic braking systems, characterized in that, The method includes the following steps: S1. Entering the networking phase, after the main vehicle is activated by the bus voltage, it broadcasts a parameter including the number of groups to the braking devices of all vehicles. and time interval parameters The network configuration command; the braking system of each vehicle is based on the last preset digits of its factory-set unique vehicle number. Through formula Calculate the time slot index of the data uploaded by this vehicle. And delayed based on the network command timestamp. This is the time slot allocated to this vehicle, at which time the vehicle's static information is uploaded to the main vehicle. S2. Optimize the networking phase through a multi-round networking approach; the host vehicle sends roll call instructions sequentially based on the static information of each vehicle received in the first round; vehicles that have completed roll call do not respond to networking instructions in subsequent rounds; the host vehicle dynamically adjusts the total number of networking rounds based on the pre-acquired actual number of attached vehicles, thereby determining the corresponding group quantity parameters. This continues until the static information of all vehicles is collected. S3. Entering the sorting stage, the main engine broadcasts a sorting preparation command to all vehicles, causing all vehicles to enter silent mode; the main engine then empties the air pressure in the train pipe and broadcasts a sorting command after the air pressure is emptied, while simultaneously refilling the train pipe with air; when the braking device of each vehicle detects that the pressure value of its train pipe has increased by the first preset pressure threshold compared to the initial value when the air pressure is emptied, it records the current system timestamp. S4. After the main car detects that the pressure value of the train pipe at the end of the train has risen to the second preset pressure threshold compared with the initial value when the train is emptied, it sequentially polls each car and obtains the system timestamp recorded by each car, determines the response time of each car, and completes the sorting of the entire train based on the response time.

2. The train networking sequencing method according to claim 1, characterized in that, Before the networking stage in step S1, there is also a bus activation step: after the train completes the physical connection and turns on the power supply of the main car, the bus voltage rises to a preset voltage threshold to activate all electronic devices on the bus; at this time, the braking devices of each vehicle remain silent, the tail device starts first and uploads the status beacon, the main car receives the status beacon and verifies the bus integrity, and after the verification is successful, it triggers the broadcast of networking instructions.

3. The train networking sequencing method according to claim 1, characterized in that: In step S1, the numbers corresponding to the braking devices of each vehicle The last three digits of its factory-pre-assigned unique vehicle serial number; group quantity parameter. The number of vehicles actually attached to the main vehicle is dynamically set, and The value shall not be less than a preset percentage of the actual number of vehicles mounted.

4. The train networking sequencing method according to claim 1, characterized in that: In step S2, after receiving the static information of each vehicle during the first round of network formation, the host vehicle generates a naming sequence by arranging the corresponding vehicle numbers in ascending or descending order. Based on the naming sequence, the host vehicle sends naming commands to the corresponding vehicles in sequence. The named vehicles enter a dormant state after replying with confirmation information, and vehicles in the dormant state no longer respond to network formation commands. For vehicles that are not named, the host vehicle initiates a new round of network formation command broadcasting, and the number of groups parameter in this round of network formation commands is changed. Whether to make dynamic adjustments will be determined based on the number of vehicles that were not named.

5. The train networking sequencing method according to claim 1, characterized in that: In step S3, the main locomotive empties the air pressure in the train pipes of the entire train by placing the brake valve in the emergency brake position, and re-fills the train pipes by placing the brake valve in the run / release position while broadcasting the sequencing instruction.

6. The train networking sequencing method according to claim 5, characterized in that: When the braking device of each vehicle detects that the train pipe pressure value of the vehicle has increased by 10 kPa compared with the initial value when purging, it records the current system timestamp.

7. The train networking sequencing method according to claim 1, characterized in that: In step S4, the main vehicle only initiates the vehicle polling operation after the train tail device reports through the bus that the train pipe pressure value at the tail of the train has risen to 400 kPa compared to the initial value when the train is emptied. During polling, the main vehicle accesses each vehicle control device in ascending or descending order according to the vehicle number in the static information of each vehicle to obtain the system timestamp recorded by it.

8. The train networking sequencing method according to claim 7, characterized in that: After the host vehicle obtains the system timestamps of all vehicle records, it determines the response time of each vehicle and, based on the order of the shortest to the longest response times, determines the physical position arrangement of each vehicle from front to back.

9. The train networking sequencing method according to claim 1, characterized in that: Step S1, the networking phase, employs a time-division multiple access strategy, using an improved grouping algorithm to network the braking devices of each vehicle. In this improved grouping algorithm, the last three digits of the unique vehicle number of each braking device are used for networking. , and the number of groups parameter Perform modulo operations to generate time slot indexes. This allows multiple bus nodes corresponding to multiple vehicles to be automatically divided into different groups, and to upload the static information of each vehicle within the discrete time window corresponding to the time slot allocated to it.

10. The train networking sequencing method according to claim 9, characterized in that: The unique vehicle identification number of the vehicle braking system is a 7-digit code, which is permanently stored in the read-only memory of the vehicle braking system; Calculate the time slot index during the network deployment phase. At that time, only the last three digits of the 7-digit code are extracted to form the number. And participate in modular arithmetic.

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