Multi-locomotive synchronous control system and method integrating train control and locomotive network

Abstract

The invention discloses a multi-locomotive synchronous control system and method integrating train control and a locomotive network, and relates to the technical field of rail transit control. The system comprises a state monitoring module used for acquiring train control information and state information of a master control locomotive and a slave control locomotive; the master control locomotive module is in communication connection with the state monitoring module and is used for generating a control instruction for synchronously controlling the master control locomotive and the slave control locomotive; the converged communication module is in communication connection with the main control locomotive module and is used for realizing data transmission between locomotives; the slave control locomotive module is in communication connection with the converged communication module and is used for executing control actions; the automatic driving module is in communication connection with the main control locomotive module and is used for realizing automatic driving of a main control locomotive; and the safety protection module is in communication connection with the main control locomotive module and is used for monitoring locomotive synchronization abnormity and performing safety protection. According to the invention, high-precision synchronous control of multiple locomotives can be realized through deep fusion of train control information and a locomotive network, and the train operation safety and the transportation efficiency are improved.

Description

Technical Field

[0001] This invention relates to the field of rail transit control technology, and in particular to a multi-locomotive synchronous control system and method that integrates train control and locomotive network. Background Technology

[0002] As heavy-haul railways develop towards "large axle load, long formation, and high density," heavy-haul trains with 2-4 locomotives pulling simultaneously, ranging from 10,000 to 20,000 tons, have become the mainstream transportation mode.

[0003] Existing heavy-haul railway train control systems and locomotive networks are relatively independent, which is not conducive to collaborative control. The long formations and heavy loads of heavy-haul trains amplify the impact of this independence. Synchronous control of multiple locomotives in railway transportation often adopts a distributed control architecture of "master locomotive - slave locomotives." After receiving control commands from the train control system, the master locomotive transmits the commands wirelessly to each slave locomotive, which then independently controls its own traction and braking systems based on the received commands. However, this control method lacks real-time monitoring and feedback on the execution status of slave locomotives, and the multi-locomotive collaborative control algorithm lacks adaptive capabilities, making it difficult to cope with sudden changes in operating conditions.

[0004] Therefore, proposing a multi-locomotive synchronous control system and method that integrates train control and locomotive network to solve the difficulties of the existing technology is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the present invention provides a multi-locomotive synchronous control system and method that integrates train control and locomotive network, which can achieve high-precision synchronous control of multiple locomotives through deep integration of train control information and locomotive network, thereby improving train operation safety and transportation efficiency.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A multi-locomotive synchronous control system integrating train control and locomotive network includes: The status monitoring module is used to obtain train control information from the train operation control system and to obtain status information of the master locomotive and slave locomotives from the locomotive network; The main control locomotive module is deployed on the main control locomotive and communicates with the status monitoring module. Based on the acquired train control information, main control locomotive status information and slave control locomotive status information, it generates control commands for synchronously operating the main control locomotive and slave control locomotive. The converged communication module, which communicates with the main control locomotive module, is composed of a fiber optic backbone network and a wireless backup network and is used to realize data transmission between the locomotive and locomotive workshops. The slave locomotive module is deployed in each slave locomotive and communicates with the converged communication module. Through the converged communication module, each slave locomotive and the master locomotive can exchange instructions and status information. It is used to make adaptive adjustments based on the control instructions of the master locomotive and the status of each slave locomotive to execute control actions. The automatic driving module is deployed on the main control locomotive and communicates with the main control locomotive module via the ECN bus. It is used to realize the automatic driving of the train according to the control commands of the main control locomotive. The safety protection module is deployed on the main control locomotive and communicates with the main control locomotive module via the ECN bus. It is used to monitor locomotive synchronization anomalies, communication interruption protection, and emergency braking control.

[0007] The aforementioned system may optionally include a status monitoring module comprising: a train control information acquisition unit and a locomotive network information acquisition unit; The train control information acquisition unit receives real-time train operation permits, line speed limits, temporary speed limits, route information, and forward signal status from the ground train control center via vehicle-to-ground communication; and collects real-time train speed, position, acceleration, and wheel diameter compensation data. The locomotive network information acquisition unit collects the traction / braking status, driver controller commands, pantograph status, main transformer status, motor status, brake cylinder pressure, and axle temperature of the main control locomotive and each slave control locomotive via the locomotive multi-function vehicle bus (MVB).

[0008] The above-mentioned system, optionally, includes a main control locomotive module comprising: a train control information parsing unit, a control command generation unit, a synchronization clock unit, a feedback control unit, and a human-machine interaction unit connected in sequence; The train control information parsing unit is used to receive and parse the train operation permit, track speed limit, temporary speed limit, route information, and forward signal status obtained by the train control information acquisition unit, and extract the train's destination position, track curve radius, gradient, turnout status line, and maximum permissible speed for different sections. The control command generation unit takes the analysis results of the train control information analysis unit as input, combines the real-time speed, position, acceleration and wheel diameter compensation data of the train, and uses a preset weight allocation algorithm to calculate a dynamic weight coefficient for each locomotive based on the differences in the operating status of each locomotive. It dynamically calculates the optimal traction and braking control strategy for each locomotive at different times and positions, and generates control commands. The synchronization clock unit receives signals from an external clock source, generates and maintains a system time scale, and provides a unified time reference for the operation of each unit in the main control locomotive module. The feedback control unit analyzes the response deviations of each locomotive based on the interactive data from each locomotive and dynamically adjusts the control parameters accordingly. The human-machine interaction unit includes: a display screen, an operating handle, and buttons; the display screen shows the train speed, position, route map, door status, and fault information in real time; the driver issues commands through the operating handle and buttons to directly control the train, thus realizing human-machine interaction.

[0009] The above-mentioned system, optionally, incorporates a converged communication module with a layered architecture, including: physical layer, data link layer, network layer, and application layer; The application layer defines the transmission protocol for control commands and data exchange between locomotives.

[0010] The above-mentioned system, optionally, includes a locomotive control module comprising: an instruction receiving unit, a coordination control unit, a status feedback unit, and a status information display unit connected in sequence; The instruction receiving unit receives control instructions from the main control locomotive module in real time through the converged communication module; The cooperative control unit parses and processes the received instructions, converts them into execution signals, and drives the traction converter and braking system of the slave locomotive to execute the instructions, so that the slave locomotive generates the corresponding traction or braking force. The status feedback module collects the operating data of the slave locomotive in real time and feeds it back to the master locomotive module through the converged communication module; The status information display unit is used to display the operating status information of the slave locomotive for monitoring by the onboard personnel.

[0011] The above-mentioned system may optionally include a security protection module, comprising: a fault identification unit and a fault handling unit; The fault identification unit collects status data from the train's traction system, braking system, running gear, and door system, and analyzes the data using a preset evaluation model and thresholds to determine whether the train is in normal operating condition and to identify potential abnormal trends or signs of faults that have already occurred. The fault handling unit is connected to the fault identification unit. When a fault is detected in the train, it quickly diagnoses and locates the fault type, severity, and scope of impact. Based on the preset fault handling logic and safety criteria, it automatically generates and executes the corresponding fault response strategy.

[0012] A multi-locomotive synchronous control method integrating train control and locomotive network, applied to any of the above-mentioned multi-locomotive synchronous control systems integrating train control and locomotive network, comprising: S1. Obtain train control information from the train operation control system and obtain status information of the master locomotive and slave locomotive from the locomotive network; S2. Based on the acquired train control information, master locomotive status information and slave locomotive status information, dynamically calculate the optimal traction and braking control strategy for each locomotive at different times and positions, and generate control commands for synchronously controlling the master locomotive and slave locomotive. S3. Control commands are synchronously sent to each locomotive, and a timestamp synchronization mechanism is used to achieve spatiotemporal consistency of control commands; S4. Each locomotive, based on the control instructions from the main control locomotive and its own status, makes adaptive adjustments and executes control actions. S5. Each locomotive provides real-time feedback on its operating status data, and the main control locomotive analyzes the response deviations of each locomotive and dynamically adjusts the control parameters. S6. Monitor train status data in real time. When a train malfunction is detected, quickly diagnose and locate the malfunction type, severity, and scope of impact. Based on preset malfunction handling logic and safety criteria, automatically generate and execute corresponding malfunction response strategies.

[0013] As can be seen from the above technical solution, compared with the prior art, the present invention provides a multi-locomotive synchronous control system and method that integrates train control and locomotive network, which has the following beneficial effects: This invention breaks down the information barriers between the train control system and the locomotive network, laying a data foundation for intelligent collaborative control based on global information and avoiding control blind spots caused by system fragmentation. The dynamic weight allocation algorithm can flexibly adjust the control weights of each locomotive according to its real-time operating conditions (non-fixed, non-equal), making the control strategy adaptive. When faced with differences in locomotive performance, sudden faults, or complex track conditions, the system can automatically optimize force distribution, significantly reducing longitudinal impulses of the train and improving operational stability and safety. Through a highly reliable communication network and closed-loop feedback mechanism, the invention achieves millisecond-level synchronous issuance of control commands for multiple locomotives and real-time status comparison, greatly improving the synchronization accuracy of traction / braking processes and contributing to improved traction efficiency, energy-saving effects, and precise stopping capabilities of heavy-haul trains. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0015] Figure 1 This invention provides a structural diagram of a multi-locomotive synchronous control system that integrates train control and locomotive network. Figure 2The flowchart illustrates a multi-locomotive synchronous control method that integrates train control and locomotive network, as provided by this invention. Detailed Implementation

[0016] 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. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] Reference Figure 1 As shown, this invention discloses a multi-locomotive synchronous control system that integrates train control and locomotive network, comprising: The status monitoring module is used to obtain train control information from the train operation control system and to obtain status information of the master locomotive and slave locomotives from the locomotive network; The main control locomotive module is deployed on the main control locomotive and communicates with the status monitoring module. Based on the acquired train control information, main control locomotive status information and slave control locomotive status information, it generates control commands for synchronously operating the main control locomotive and slave control locomotive. The converged communication module, which communicates with the main control locomotive module, is composed of a fiber optic backbone network and a wireless backup network and is used to realize data transmission between the locomotive and locomotive workshops. The slave locomotive module is deployed in each slave locomotive and communicates with the converged communication module. Through the converged communication module, each slave locomotive and the master locomotive can exchange instructions and status information. It is used to make adaptive adjustments based on the control instructions of the master locomotive and the status of each slave locomotive to execute control actions. The automatic driving module is deployed on the main control locomotive and communicates with the main control locomotive module via the ECN bus. It is used to realize the automatic driving of the train according to the control commands of the main control locomotive. The safety protection module is deployed on the main control locomotive and communicates with the main control locomotive module via the ECN bus. It is used to monitor locomotive synchronization anomalies, communication interruption protection, and emergency braking control.

[0018] Furthermore, the condition monitoring module includes: a train control information acquisition unit and a locomotive network information acquisition unit; The train control information acquisition unit receives real-time train operation permits (MA), track speed limits, temporary speed limits, route information, and forward signal status from the ground train control center (RBC / CTC) via vehicle-to-ground communication (such as GSM-R, LTE-R, 5G, etc.). Simultaneously, it collects key data such as real-time train speed, location (based on GPS / BeiDou fusion positioning with track circuits / transponders), acceleration, and wheel diameter compensation through onboard ATP equipment. The locomotive network information acquisition unit collects locomotive operating status and control information such as traction / braking status, driver controller commands, pantograph status, main transformer status, motor status, brake cylinder pressure, and axle temperature from each locomotive through networks such as the locomotive multi-function vehicle bus (MVB) and Ethernet.

[0019] Furthermore, the main control locomotive module includes: a train control information parsing unit, a control command generation unit, a synchronization clock unit, a feedback control unit, and a human-machine interaction unit connected in sequence; The train control information parsing unit is used to receive and parse train operation permits, track speed limits, temporary speed limits, route information, and forward signal status obtained by the train control information acquisition unit. This unit has powerful data decoding and semantic analysis capabilities, and can parse the received raw data according to specific protocol specifications to extract the core parameters required for train operation, such as the permitted end point, track curve radius, gradient, turnout status, and other track characteristic data, as well as speed limit information such as the maximum permitted speed in different sections. Through accurate parsing of this information, it provides comprehensive and reliable basic data support for the generation of subsequent control commands, ensuring that the host can make decisions based on the latest train control commands and track conditions. The control command generation unit takes the analysis results from the train control information analysis unit as input, combines the train's real-time speed, position, acceleration, and wheel diameter compensation data, and uses a preset weight allocation algorithm to calculate a dynamic weight coefficient for each locomotive based on the differences in the operating states of each locomotive. It dynamically calculates the optimal traction and braking control strategy for each locomotive at different times and positions, and generates control commands. These commands are precise down to the operating parameters of the train's traction motors, braking systems, and other actuators to achieve smooth acceleration, uniform speed operation, precise deceleration, and safe stopping of the train, ensuring the efficiency and punctuality of train operation. Furthermore, the multi-locomotive cooperative control dynamic weight allocation algorithm dynamically adjusts the control weight according to the locomotive status, providing weight coefficients for the Automatic Automated Operation (ATO) module and optimizing the control strategy. Addressing the core issue of differences in the operating states of each locomotive in multi-locomotive synchronous operation scenarios, a dynamic weight adjustment mechanism based on real-time locomotive operating conditions is designed. By collecting key parameters of each locomotive, a state evaluation model is constructed, and the weight coefficients of each control module (such as traction control and braking control) are calculated based on the state classification results. When a locomotive experiences response delays or other operating conditions, the algorithm automatically reduces its control weight ratio while increasing the weight of stable locomotives, ensuring a balanced distribution of overall control commands. This weight coefficient is directly input into the ATO control algorithm, providing adaptive parameter support for precise adjustment and achieving dynamic adaptation of multi-locomotive cooperative operation. The synchronization clock unit generates and maintains an accurate system timescale by receiving signals from an external high-precision clock source (such as a GPS clock or a ground reference clock) or by relying on an internal high-stability crystal oscillator. All critical operations within the host system, such as train control information parsing, control command generation, status assessment, and fault handling, are based on this unified timescale, ensuring the time consistency of data interaction and the coordination of actions between modules. For example, the recording and processing of the same event by different modules can accurately correspond to the same point in time, avoiding data chaos or control disorder caused by time asynchrony, which is the key to ensuring the precise collaborative work of the entire system. The feedback control unit analyzes the response deviations of each locomotive based on the interactive data from each locomotive and dynamically adjusts the control parameters accordingly. The human-machine interaction unit includes: a display screen, an operating handle, and buttons; the display screen shows the train speed, position, route map, door status, and fault information in real time; the driver issues commands through the operating handle and buttons to directly control the train, thus realizing human-machine interaction.

[0020] Furthermore, the converged communication module adopts a layered architecture, including: physical layer, data link layer, network layer and application layer; The application layer defines the transmission protocol for control commands and data exchange between locomotives.

[0021] Furthermore, the slave locomotive module includes: a command receiving unit, a coordination control unit, a status feedback unit, and a status information display unit connected in sequence. The core function of the slave locomotive module is to execute the master control commands. When the train adopts a multi-locomotive traction mode, the master locomotive module is responsible for formulating the operation strategy and issuing control signals, while the slave locomotive module receives these commands in real time through the train network system. These commands cover key operating parameters such as traction level, braking level, forward / reverse direction, and speed setting. The slave locomotive module internally parses and processes the received commands, converting them into specific execution signals to drive the traction converter, braking system, and other actuators to generate corresponding traction or braking forces, ensuring that the traction and braking actions of the entire train are coordinated. The instruction receiving unit receives control instructions from the main control locomotive module in real time through the converged communication module; The cooperative control unit parses and processes the received instructions, converts them into execution signals, and drives the traction converter and braking system of the slave locomotive to execute the instructions, so that the slave locomotive generates the corresponding traction or braking force. The status feedback module collects real-time operating data from the slave locomotive and feeds it back to the master locomotive module via the converged communication module. It collects various operating data, such as motor current, voltage, speed, brake cylinder pressure, axle temperature, and pantograph status, and transmits this information to the master locomotive module via the network. This allows the master locomotive to have a comprehensive understanding of the entire train's operating status, providing a basis for its decision-making. Simultaneously, the slave locomotive module also analyzes this monitoring data. When it detects abnormalities, such as overcurrent, overvoltage, or overtemperature faults, it immediately activates the protection mechanism, taking measures such as power reduction and emergency braking to ensure driving safety, and promptly reports the fault information to the master locomotive and the driver. The status information display unit is mainly used to display key operating status information of the train, such as current speed, traction / braking force, fault prompts, etc., for onboard personnel to monitor. Its operation authority is usually restricted to prevent misoperation from affecting the control of the entire train.

[0022] Furthermore, the safety protection module includes: a fault identification unit and a fault handling unit; The fault identification unit collects status data from the train's traction system, braking system, running gear, and door system, and analyzes the data using a preset evaluation model and thresholds to determine whether the train is in normal operating condition and to identify potential abnormal trends or signs of faults that have already occurred, such as component performance degradation, sensor malfunctions, and communication link quality deterioration. The fault handling unit is connected to the fault identification unit. When a train fault is detected, it quickly diagnoses and locates the fault type, severity, and scope of impact. Based on preset fault handling logic and safety criteria, it automatically generates and executes corresponding fault response strategies. For example, for minor faults, it may issue an alarm and attempt automatic recovery; for faults that seriously affect train operation safety, it will immediately trigger safety protection mechanisms, such as generating emergency braking commands, cutting off traction power, notifying the driver, and reporting the fault information to the train control center. Simultaneously, it records detailed information such as the time, type, and handling process of the fault, providing data support for subsequent fault analysis, maintenance, and system optimization, minimizing the impact of faults on train operation, and ensuring passenger safety and transportation order.

[0023] Reference Figure 2 As shown, a multi-locomotive synchronous control method integrating train control and locomotive network is applied to the multi-locomotive synchronous control system integrating train control and locomotive network described above, comprising: S1. Obtain train control information from the train operation control system and obtain status information of the master locomotive and slave locomotive from the locomotive network; S2. Based on the acquired train control information, master locomotive status information and slave locomotive status information, dynamically calculate the optimal traction and braking control strategy for each locomotive at different times and positions, and generate control commands for synchronously controlling the master locomotive and slave locomotive. S3. Control commands are synchronously sent to each locomotive, and a timestamp synchronization mechanism is used to achieve spatiotemporal consistency of control commands; S4. Each locomotive, based on the control instructions from the main control locomotive and its own status, makes adaptive adjustments and executes control actions. S5. Each locomotive provides real-time feedback on its operating status data, and the main control locomotive analyzes the response deviations of each locomotive and dynamically adjusts the control parameters. S6. Monitor train status data in real time. When a train malfunction is detected, quickly diagnose and locate the malfunction type, severity, and scope of impact. Based on preset malfunction handling logic and safety criteria, automatically generate and execute corresponding malfunction response strategies.

[0024] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0025] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A multi-locomotive synchronous operation control system fusing train control and locomotive network, characterized in that, The system comprises: a state monitoring module configured to obtain train control information from a train operation control system and state information of a master locomotive and slave locomotives from a locomotive network; a master locomotive module disposed on the master locomotive and communicatively connected to the state monitoring module, configured to generate control instructions for synchronously operating the master locomotive and the slave locomotives according to the obtained train control information, state information of the master locomotive and state information of the slave locomotives; a fusion communication module communicatively connected to the master locomotive module, composed of an optical fiber backbone network and a wireless backup network, configured to realize data transmission between the locomotives; a slave locomotive module disposed on each slave locomotive and communicatively connected to the fusion communication module, configured to realize interaction of instructions and state information between each slave locomotive and the master locomotive through the fusion communication module, and to perform control actions according to the control instructions of the master locomotive and the state of each slave locomotive; an automatic driving module disposed on the master locomotive and communicatively connected to the master locomotive module through an ECN bus, configured to realize automatic driving of the train according to the control instructions of the master locomotive; a safety protection module disposed on the master locomotive and communicatively connected to the master locomotive module through the ECN bus, configured to monitor locomotive synchronization abnormalities, communication interruption protection and emergency braking control.

2. The multi-locomotive synchronous operation control system of claim 1, wherein the state monitoring module comprises a train control information acquisition unit and a locomotive network information acquisition unit.

3. The multi-locomotive synchronous operation control system of claim 2, wherein the master locomotive module comprises a train control information analysis unit, a control instruction generation unit, a synchronization clock unit, a feedback control unit and a human-computer interaction unit connected in sequence.

4. The multi-locomotive synchronous operation control system of claim 3, wherein the train control information analysis unit is configured to receive and analyze the train control information acquired by the train control information acquisition unit, extract the terminal position of the train, the curve radius, the slope, the turnout state line and the maximum allowable speed of different sections of the line, and output the analysis results to the control instruction generation unit.

5. The multi-locomotive synchronous operation control system of claim 4, wherein the control instruction generation unit is configured to calculate a dynamic weight coefficient for each locomotive according to the analysis results of the train control information analysis unit, the real-time speed, position, acceleration and wheel diameter compensation data of the train, and a preset weight distribution algorithm, dynamically calculate the best traction and braking control strategy of each locomotive at different times and different positions, and generate control instructions. ​ ​ ​ ​ A synchronous clock unit generates and maintains a system time reference for the operation of each unit in the host locomotive module by receiving a signal from an external clock source; A feedback control unit analyzes the response deviation of each locomotive and dynamically adjusts the control parameters based on the interaction data of each locomotive; A human-machine interaction unit includes a display screen, an operation handle, and buttons. The display screen displays the train speed, position, line diagram, door status, and fault information in real time. The driver can issue commands through the operation handle and buttons to directly control the train, realizing human-machine interaction.

4. The multi-locomotive synchronous control system of claim 3, wherein the communication module adopts a layered architecture, including a physical layer, a data link layer, a network layer, and an application layer. The application layer defines the transmission protocol of control instructions and interaction data between locomotives.

5. The multi-locomotive synchronous control system of claim 4, wherein the slave locomotive module includes a sequentially connected instruction receiving unit, a cooperative control unit, a state feedback unit, and a state information display unit. The instruction receiving unit receives control instructions from the host locomotive module in real time through the communication module. The cooperative control unit analyzes and processes the received instructions, converts them into execution signals, and drives the traction converter and braking system of the slave locomotive to execute the instructions, so that the slave locomotive generates corresponding traction or braking force. The state feedback module collects the running data of the slave locomotive in real time and feeds it back to the host locomotive module through the communication module. The state information display unit displays the running state information of the slave locomotive for on-board personnel to monitor.

6. The multi-locomotive synchronous control system of claim 5, wherein the safety protection module includes a fault identification unit and a fault handling unit. The fault identification unit collects state data of the train traction system, braking system, running gear, and door system, analyzes them using a pre-set evaluation model and threshold, judges whether the train is in a normal operating state, and identifies potential abnormal trends or signs of faults. The fault handling unit is connected to the fault identification unit. When a fault is identified, it quickly diagnoses and locates the fault type, severity, and impact range, and automatically generates and executes the corresponding fault response strategy according to the pre-set fault handling logic and safety criteria.

7. A multi-locomotive synchronous control method for a train control and locomotive network integrated system, applied to the system of any one of claims 1-6, comprising: S1. Obtain train control information from the train operation control system and state information of the host locomotive and slave locomotives from the locomotive network; S2. Based on the obtained train control information, host locomotive state information, and slave locomotive state information, dynamically calculate the best traction and braking control strategy for each locomotive at different times and locations, and generate control instructions for synchronous control of the host locomotive and slave locomotives. ​ ​ ​ S3, the control instructions are synchronized and issued to each locomotive, and a timestamp synchronization mechanism is used to realize the space-time consistency of the control instructions; S4, each locomotive performs adaptive adjustment according to the control instructions of the master locomotive and in combination with its own state, and executes the control action; S5, each locomotive feeds back the running state data in real time, the master locomotive analyzes the response deviation of each locomotive, and dynamically adjusts the control parameters; S6, the state data of the train is monitored in real time, when a fault of the train is identified, the fault type, severity and influence range are quickly diagnosed and located, and according to the preset fault handling logic and safety criterion, the corresponding fault coping strategy is automatically generated and executed.

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