Method and system for realizing communication between coupled trains with single-end single-control architecture and application

Abstract

The invention provides a method and system for achieving communication between coupled trains of a single-end single-control architecture and application of the method, and the method comprises the steps that after two train sets complete mechanical coupling, communication end vehicle-mounted ATPs of the two train sets obtain the unique identification of the communication end of an opposite train coupled with the train through a TCMS system vehicle-mounted network; the information is used as information of a start detection frame, and interaction of the start detection frame of the two train groups is realized based on the vehicle-mounted communication controller; the vehicle retrieves a static IP and a port configured in the data by using the cross-train communication type identifier, generates two detection IPs according to the static IP by combining the sub-network numbers of the two train groups respectively, and then forwards a start detection frame to the two detection IPs respectively; when the vehicle-mounted communication controller receives the feedback information, the detection activity is stopped, the detection IP of the feedback information is determined and serves as the cross-train communication IP of the vehicle, and the other detection IP is the cross-train communication IP of the opposite train; and the two trains use the cross-train communication IP to complete the real-time communication establishment of the two trains.

Description

Technical Field

[0001] This invention relates to the field of train formation technology, and in particular to a communication method, system and application for coupled trains with a single-end single-control architecture. Background Technology

[0002] Currently, subway lines use a reduced train interval and frequent train tracking during peak hours to increase passenger capacity. However, considering the safety requirements of the subway signaling system, a safe distance must still be maintained between different trains during actual operation. This means that lines with high passenger capacity cannot carry all passengers on the platform in a short time. Against this backdrop, an innovative approach has been proposed: using a [4-car + 4-car] double-car mechanical trainset coupling mode during peak hours to increase passenger capacity, and separating the trains into two 4-car trainsets for independent operation during off-peak hours. However, this is limited by the fact that most trains are controlled using a single-end, single-control mode. (Refer to...) Figure 1 The diagram shows a typical communication mode for a single 4-car train onboard architecture. The vehicle-to-ground communication of a single car is achieved through the vehicle's TAU equipment connected to the red and blue network communication controllers at both ends of the vehicle, thus achieving dual-network redundancy between the vehicle and the ground. There is no communication line connecting the front and rear ends of the single car; the front and rear ends communicate with the ECN-level network in the TCMS vehicle network.

[0003] After the mechanical coupling of two trains is completed, it is difficult to establish key data for the real-time communication and interaction signal system between the coupled trains and to complete the synchronous train control work, which makes it difficult to achieve subsequent overall train control (such as coordinated turnaround). Summary of the Invention

[0004] To overcome the problems existing in related technologies, this disclosure provides a method, system and application of communication between coupled trains with a single-end single-control architecture, in order to solve the technical problem that real-time communication is not possible after the mechanical coupling of two trains with a single-end single-control architecture is completed.

[0005] This specification provides one or more embodiments of a method for implementing communication between coupled trains using a single-control architecture, including the following steps: After the two train sets complete the mechanical coupling, the onboard ATP of the communication terminals of the two train sets obtains the unique identifier of the communication terminal of the other train coupled with its own train through the onboard network of the TCMS system, and uses it as the information for the start detection frame. Then, based on the onboard communication controller, the two train sets realize the interactive start detection frame. The two train sets respectively verify the legality of the train's unique identification information based on the start detection frame sent by the other train. After the verification is successful, the on-board communication controller of the train uses the configured cross-train communication type identifier of the train to retrieve the configured static IP and port in the data. Then, based on the retrieved static IP and the subnet number of the two train sets, it dynamically generates two detection IPs and forwards the start detection frame to the two detection IPs respectively. When the on-board communication controller receives feedback information, it stops the detection activity, determines the detection IP of the feedback information, and uses it as the cross-vehicle communication IP of this vehicle. The other detection IP is the cross-vehicle communication IP of the other train. The two train sets use cross-train communication IP to establish real-time communication between the two trains and share the status of the two trains with the coupled train in the form of a security protocol.

[0006] This specification provides one or more embodiments of a method for turning around coupled trains based on the single-end single-control architecture and the communication method between coupled trains, including the following steps: When the coupled train stops in the turnaround area, and the ATP of the leading train determines that automatic end switching can be performed, it controls the turnaround indicator on the driver's cab to remind the driver, and at the same time the on-board human-machine interface displays a reminder that automatic end switching can be performed. According to the automatic terminal switching reminder on the human-machine interface, the driver presses the turnaround button of the lead train of the coupled train. The ATP of the lead train of the coupled train sends an "automatic terminal switching request" and a "turnaround" command to the trailing train through the cross-train communication IP and port of the trailing train coupled with this train. After receiving the "turnaround order" from the lead car of the coupled train, the ATP of the rear car of the coupled train will light up the turnaround indicator light on the driver's cab of the rear car of the coupled train and start the turnaround process of the rear car of the coupled train. The driver removes the key from the lead car of the coupled train, and the lead car of the coupled train completes its turnaround. After the driver activates the key of the rear carriage of the coupled train, it sends an "activated" status message to the front carriage of the coupled train and becomes the front carriage of the current coupled train. The ATP of the original coupled train receives the key of the coupled train's rear train, activates it, and determines that it has completed the turnaround. The original coupled train's front train sends "non-turnaround status" and "no request" to the current coupled train's front train. The ATP of the lead train of the current coupled train determines that it has completed the turnaround and receives the "non-turnaround status" from the original lead train of the coupled train, and then switches to the status of the entire coupled train's turnaround completed.

[0007] This specification provides one or more embodiments of a method for turning around coupled trains based on the single-end single-control architecture and the communication method between coupled trains, including the following steps: When the coupled train stops in the turnaround area and the onboard ATP determines that an unmanned automatic turnaround can be carried out, it will control the turnaround indicator on the driver's console to remind the driver, and at the same time, the onboard human-machine interface will display an icon indicating that an unmanned turnaround can be carried out. Once the driver presses the turnaround button on the lead train of the coupled train, the ATP (Automatic Train Protection) of the lead train will begin sending a "turnaround in progress" message to the ATP of the trailing train and displaying a reminder message to the driver. The driver removes the key from the front car of the coupled train. After the ATP collects the "ATO departure" information, it sends an "automatic turnaround request" to the rear car of the coupled train. After receiving the "automatic turnaround request without passengers" from the ATP of the train preceding the train, the ATP of the train following the train replies with "automatic turnaround confirmation without passengers" information through the cross-train communication IP and port of the train preceding the train. When the ATP (Automatic Train Operation) of the lead train of the coupled train receives a confirmation message from the train following the coupled train, the ATO (Automatic Train Operation) of the lead train of the coupled train begins to automatically drive the train to the unmanned turnaround parking track and stops it accurately and steadily. The ATP of the leading train of the coupled train sends an "automatic end-switching request" to the ATP of the trailing train of the coupled train, and the leading and trailing trains of the coupled train turn around respectively; After the rear car of the coupled train successfully registers with the ground ZC equipment, it outputs the cab activation and direction; after the front car of the coupled train releases the cab activation, the rear car of the coupled train sends an "activated" status message to the front car of the coupled train after collecting the cab activation feedback. The ATP of the lead car of the original coupled train receives the activation status from the driver's cab and completes the turnaround. The lead car of the original coupled train sends "non-turnaround status" and "no request" to the rear car of the original coupled train. The ATP of the train following the original coupled train determines that it has completed the turnaround and receives the "non-turnaround status" from the train preceding the original coupled train. It then determines that the turnaround is complete and the ATO automatic train arrives at the platform and stops inside the parking window. After the train comes to a complete stop inside the platform parking window, the driver activates the key switch in the cab of the rear car of the original coupled train. The turnaround indicator light on the cab of the rear car of the original coupled train goes out, and the rear car of the original coupled train stops outputting the cab activation and direction, thus completing the turnaround operation.

[0008] This specification provides one or more embodiments of a method for turning around coupled trains based on the single-end single-control architecture and the communication method between coupled trains, including the following steps: When the lead car of the coupled train stops in the fully automatic turnaround area and receives a valid turnaround command from the central ATS, the ATP of the lead car determines that the automatic turnaround (FAO) requirement is met. Then, it sends "FAO turnaround" and "FAO turnaround status" to the ATP of the trailing car through the cross-car communication IP and port of the trailing car coupled to this car. When the ATP of the rear train of the coupled train receives the "FAO end change" from the front train of the coupled train or the direction of operation is opposite to the direction of the ATS command, it sends a "FAO end change confirmation" back to the front train of the coupled train and begins the turnaround of the rear train of the coupled train. After receiving the "FAO end-switching confirmation", the ATP of the lead train of the coupled train releases the activation terminal; After the rear carriage of the coupled train completes its turnaround, the rear carriage activates the cab output and sends an "activated" status message to the front carriage of the coupled train. After receiving the "activated" message from the train following the train, the train in front of the coupled train determines that the train has completed its turnaround. The train in front of the coupled train then sends a "non-turnaround status" and "no request" message to the train following the train. After receiving the "non-turnaround status" and "no request" messages, the train behind the coupled train determines that it has completed the turnaround and upgrades to FAO mode to continue operation.

[0009] This specification provides one or more embodiments of a communication system between coupled trains with a single-control architecture, including two train sets after mechanical coupling, each train set comprising: The onboard ATP at the communication end obtains the unique identifier of the communication end of the other train coupled to this train through the onboard network of the TCMS system, and uses it as the information to start the detection frame. Then, based on the onboard communication controller, the two train sets interact to start the detection frame. The onboard communication controller verifies the legitimacy of the unique identification information of each train based on the start detection frame sent by the other train. After the verification is successful, the onboard communication controller uses the configured cross-train communication type identifier of its own train to retrieve the configured static IP and port in the data. Then, based on the retrieved static IP and the subnet number of the two train sets, it dynamically generates two detection IPs and forwards the start detection frame to the two detection IPs respectively. When the onboard communication controller receives feedback information, it stops the detection activity, determines the detection IP of the feedback information as the cross-train communication IP of its own train, and the other detection IP as the cross-train communication IP of the other train. The cross-train communication IP is used to complete the establishment of real-time communication between the two trains, and the status of its own train is shared with the coupled train in the form of a security protocol.

[0010] This specification provides a computer device according to one or more embodiments, including a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, when the processor executes the computer program, it implements a communication method between coupled trains with a single-end single-control architecture as described above, or a coupled train turnaround method as described in any one of the above.

[0011] This disclosure provides a communication method, system, and application for coupled trains with a single-end, single-control architecture. The advantage lies in the fact that, after coupling two mechanically assembled trains based on this single-end, single-control architecture, the train-level network provides independent physical dual networks. The two trains first obtain the unique identifier information of the communication terminal of the train coupled to them, and then send a start detection frame to their own red-blue network onboard communication controller. The onboard communication controller performs a validity check based on the unique identifier information. Then, using the configured cross-train communication type identifier, the onboard communication controller retrieves the configured static IP and port from the data. Finally, based on the retrieved static IP and the subnet numbers of the two train sets, it dynamically generates a TCN-compliant system. The standard two detection IPs are used to forward the start detection frame to the two detection IPs respectively. The detection IP that sends the feedback information is used as the cross-train communication IP of this train, and the other detection IP is the communication IP of the other train. The two trains quickly establish real-time communication based on the communication IPs obtained through detection, and share the status of the two trains with the coupled train in the form of a safety protocol. The communication frequency is increased. The simple and efficient coupled train detection IP mechanism completes the mechanical coupling communication of two trains under the single-end single-control architecture, which serves as the basis for the synchronous turnaround of two trains. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in one or more embodiments of this specification or in the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 A schematic diagram of the existing conventional single-vehicle 4-car train onboard architecture communication mode provided for one or more embodiments of this specification; Figure 2 A flowchart illustrating a communication method between coupled trains using a single-end, single-control architecture provided in one or more embodiments of this specification. Figure 3 A schematic diagram of cross-vehicle communication for a 4-car + 4-car dual-vehicle mechanical train coupling vehicle architecture provided for one or more embodiments of this specification; Figure 4 A schematic diagram of the communication network after two vehicles are mechanically coupled together, provided for one or more embodiments of this specification; Figure 5 An exemplary train VOBC device IP address configuration table provided for one or more embodiments of this specification; Figure 6 A flowchart illustrating the method for turning back a coupled train as provided in one or more embodiments of this specification; Figure 7A flowchart illustrating another method for turning back a coupled train, provided in one or more embodiments of this specification; Figure 8 A flowchart illustrating another method for turning back a coupled train, provided in one or more embodiments of this specification; Figure 9 A block diagram of a communication system between coupled trains with a single-end, single-control architecture, provided for one or more embodiments of this specification; Figure 10 This is a schematic diagram of the structure of a computer device provided for one or more embodiments of this specification. Detailed Implementation

[0014] To enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this invention.

[0015] The present invention will now be described in detail with reference to specific embodiments and accompanying drawings.

[0016] Method Example 1 According to embodiments of the present invention, a method for communication between coupled trains with a single-end, single-control architecture is provided, such as... Figure 1 The diagram shown is a flowchart of a communication method between coupled trains with a single-end, single-control architecture provided in this embodiment. The communication method between coupled trains with a single-end, single-control architecture according to this embodiment includes: Step S1: After the two train sets are mechanically coupled, the onboard ATP (Automatic Train Protection) of the two train sets obtains the unique identifier of the communication terminal of the other train coupled with it through the onboard network of the TCMS (Train Control and Management System) system, and uses it as the information to start the detection frame. Then, based on the onboard communication controller, the two train sets realize the interactive start detection frame. In this embodiment, the unique identifier of the communication end includes the VOBC device type identifier of the other train and the device ID of the communication end of the other train. The detection frame includes the VOBC device type identifier of the other train, the device ID of the communication end of the other train, the destination logical ID=1, and the interconnection ID information of this train. The interconnection device ID is determined by matching the device number with the device ID of this train's communication end and referring to the VOBC device IP address configuration table. In this embodiment, the destination logical ID is used to determine whether the data receiver is TC1 or TC2. When trains from different manufacturers are coupled together, the requirements for sending this information are different.

[0017] Step S2: The two train groups respectively verify the legitimacy of the train's unique identification information based on the start detection frame sent by the other train. After the verification is successful, the on-board communication controller of the train uses the configured cross-train communication type identifier of the train to retrieve the configured static IP and port in the data. Then, based on the retrieved static IP, it dynamically generates two detection IPs in combination with the subnet numbers of the two train groups and forwards the start detection frame to the two detection IPs respectively. Step S3: When the on-board communication controller receives the feedback information, it stops the detection activity, determines the detection IP of the feedback information, and uses it as the cross-vehicle communication IP of this vehicle. The other detection IP is the cross-vehicle communication IP of the other train. In step S4, the two train sets use cross-train communication IP to establish real-time communication between the two trains and share the status of the two trains with the coupled train in the form of a security protocol.

[0018] The communication method between coupled trains based on the single-end single-control architecture provided in this embodiment, after the two-car mechanical trains are coupled based on the single-end single-control architecture, provides an independent physical dual network at the train level. The two cars first obtain the unique identifier information of the communication terminal of the other train coupled to them, and then send a start detection frame to the onboard communication controller of the red and blue network of their own car. After the onboard communication controller performs a validity check based on the unique identifier information, it uses the configured cross-car communication type identifier of its own car to retrieve the configured static IP and port in the data. Then, based on the retrieved static IP and the subnet number of each of the two train sets, it dynamically generates a TCN-compliant system. The standard two detection IPs are used to forward the start detection frame to the two detection IPs respectively. The detection IP that sends the feedback information is used as the cross-train communication IP of this train, and the other detection IP is the communication IP of the other train. The two trains quickly establish real-time communication based on the communication IPs obtained through detection, and share the status of the two trains with the coupled train in the form of a safety protocol. The communication frequency is increased to 0.4s. The simple and efficient coupled train detection IP mechanism completes the mechanical coupling and coupling communication of two trains under the single-end single-control architecture, which serves as the basis for the synchronous turnaround of two trains.

[0019] In this embodiment, reference Figure 3The diagram shown illustrates the cross-vehicle communication of the 4+4 trainset mechanical coupling architecture provided in this embodiment. Taking this as an example, after the coupled car (left car) TC2 and the coupled car (right car) TC1 complete the mechanical coupling, the two trainsets communicate through the ETBN-level network in the TCMS system's onboard network. (See reference...) Figure 4 The diagram shown illustrates the communication network after mechanical coupling of two trains in this embodiment. The onboard communication controller dynamically calculates and determines the dynamic IPs of both trains based on the static IPs configured for communication with the coupled trains. It then establishes a connection with the other train using the calculated dynamic IPs, thus achieving RSSP-I secure communication between the coupled trains. Figure 3 As shown in the example of the link relationship with the red and blue arrows, the active end TC1 of the connected trailer communicates with the TC1 of the disconnected trailer via the vehicle's ETBN node through the local on-board communication controller and switch.

[0020] In one embodiment, after the trains complete the coupling operation, the two train sets establish a VOBC link and use the RSSP-1 security protocol to exchange information. After determining the communication terminal device ID and device type identifier of the other train, the two train sets send each other a start probe frame containing the communication terminal device ID and device type identifier of the other train. The two train sets determine that the train communicating with them is the train coupled with them based on the communication terminal device ID and device type identifier. Then, the subsequent IP detection and determination steps in step S2 are performed. This two-way verification between coupled trains ensures that the identity of the communication object is real and valid, ensures secure communication and unauthorized access between coupled trains, and guarantees the safe operation of the train.

[0021] In one specific embodiment, the ATP systems of the two train sets respectively perform the legality verification of the train's unique identification information based on the start-up detection frame sent by the other train, as follows: The entire frame of the start probe frame is checked against CRC. Based on the device ID of the source train communication terminal that sent the start probe frame, the list of legal interconnection IDs configured locally is queried to verify whether the device ID and Source_CC_SSID in the start probe frame are within the legal range. If the verification is successful, a probe response frame is returned and communication is established; if the verification fails, the response is rejected or an error code is returned and communication is not established to prevent unauthorized access.

[0022] This embodiment sets up a collaborative verification of legality checks and physical coupling signals to provide end-to-end identity authentication for train communication, enhance the overall security of the system, prevent trains from establishing communication with incorrect coupling objects, ensure the accuracy of train formation information, provide a reliable foundation for subsequent movement authorization calculations and train operation control, and at the same time prevent malicious devices from sending false probe frames to interfere with normal coupling communication, or prevent train control commands from being tampered with or forged due to unauthorized access, thus ensuring train operation safety.

[0023] In this embodiment, the head and tail ends of a single train communicate via the ECN-level network in the TCMS vehicle network. For external communication, both the head and tail ends of the train have onboard ATP systems. Therefore, it is necessary to designate one end as the communication end to communicate with the ground system and the coupled train to avoid communication errors. Therefore, the following steps are also included: Step 11: Configure the communication terminals for the two train sets respectively, and set the unique device type identifier, unique device ID, local interconnection ID, local red and blue network IP and port for communication in the train VOBC device IP address configuration table. The train communicates and interacts with ground systems such as ZC, ATS and CI subsystems through the local interconnection ID.

[0024] refer to Figure 5 The table shown is an exemplary train VOBC device IP address configuration table provided in this embodiment. Referring to the VOBC configuration in the table, since it is agreed that the communication between coupled trains is completed by default using the train TC1 end, only the TC1 end device ID needs to be configured. That is, the VOBC1 car is configured with the TC1 end train device type identifier set to 0x14, the communication end device ID is 0x1401, and the interconnection number (ID) used by this car for external communication is 1113587719. The VOBC configuration of the TC2 end is synchronized with that of the TC1 end.

[0025] In another embodiment, because the onboard equipment needs to use a specific port to send and receive communication data between coupled trains, the following steps are also included: Step 12: Configure the second communication terminal device type identifier, second communication terminal device ID, cross-vehicle red and blue network IP (static IP) and port for cross-vehicle communication in the train VOBC device IP address configuration table. During cross-vehicle communication, the train can determine the cross-vehicle red network IP and port based on the second communication terminal device ID in the train VOBC device IP address configuration table, and generate two probe IPs based on the cross-vehicle red network IP and the subnet numbers of the two train groups respectively, and forward the start probe frame to the two probe IPs to determine the communication IP of the two trains. After the two train groups establish a link, they use the RSSP-1 security protocol to exchange information.

[0026] In this embodiment, the IP address in the vehicle communication is usually a private IP (such as the 192.168.xx or 172.16.xx network segment) that is statically configured or dynamically allocated (such as through the vehicle DHCP service). It is only effective within the train formation or in the dedicated network between the train and the ground equipment to ensure the security of communication and addressing efficiency.

[0027] VOBC Device IP Address Configuration Table Reference Figure 5The IP address configuration table for VOBC equipment shows that the train cross-vehicle communication type identifier for the VOBC1 car (TC1) is 0xF1, and the cross-vehicle communication device ID is 0xF101.

[0028] For example, the cross-vehicle data device ID of the train end of VOBC1 communication terminal device ID 0x1401 is 0xF101. The train uses the IP and port of the device red-blue network for external communication retrieved from the VOBC device IP address configuration table to complete communication with the ground system. It uses the cross-vehicle red network IP and port of this train retrieved from the VOBC device IP address configuration table to retrieve the cross-vehicle red network IP. The cross-vehicle red network IP is used as a static IP for the generation of the trailer detection IP.

[0029] In this embodiment, the definition of the initiation probe frame is used to standardize the field structure of the communication request packet between coupled trains, including data length, the VOBC device type identifier of the other train, the device ID of the other train's communication terminal, destination logical ID=1, the local train's interoperability ID (Source_CC_SSID), and the current coupled state of the local train (Coupled_State), wherein: 1. Data length Length: 2 bytes Function: Indicates the total length of all data in the request frame except for the 'Data Length' field itself.

[0030] The data length is filled by the application layer, and the communication control layer uses this field to determine the amount of subsequent data to be received, thus avoiding data parsing errors.

[0031] 2. The other train's VOBC device type identifier + the other train's communication terminal device ID Length: 2 bytes Function: Specifies the target device (other train) for cross-train communication. For example, 1402 corresponds to the previous 0x1402 train. Here, you need to fill in the device type and device ID of the other train so that the request frame can accurately locate the target coupled train. It is filled by the application layer and is one of the core identifiers for cross-train communication.

[0032] 3. Target Logical ID Length: 2 bytes Function: Specifies the specific end position of the target device, such as the "head end" or "tail end" of a coupled train. For example, "0001" and "0002" correspond to different ends of the train, avoiding confusion between multiple communication ports of the same train. The application layer fills in the details, refining the target location of the communication to ensure that data is sent to the correct port of the other train.

[0033] 4. This vehicle's interoperability ID (Source_CC_SSID) Length: 4 bytes Function: Enter the interconnection ID of this train unit (TU), with a value range of 1 to 0xFFFFFFFF.

[0034] 5. Current coupled status of this vehicle (Coupled_State) Length: 1 byte Function: Indicates the current coupling status of this vehicle; different values ​​correspond to different statuses. 0x55: Not connected; 0xAA: Single-end coupling (in this case, it will be judged as "train group that requires cross-vehicle communication"); 0xCC: Dual-end connection; 0xFF: Linkage status unknown; It is used by other trains to determine whether cross-train communication with this train is needed, and also provides a basis for train group identification in multi-train coupling scenarios.

[0035] In this embodiment, the purpose of the detection frame is to serve as a standardized request packet when coupled trains (such as cars 0x1401→0x1402) initiate cross-train communication. The sender can specify the data range, target device, target endpoint, its own identity, and coupling status. The receiver can use these fields to complete data parsing, identity verification, and communication necessity judgment, ensuring the accuracy and security of cross-train communication.

[0036] In another embodiment, the specific rules for generating two detector IPs conforming to the TCN standard based on the cross-vehicle red network IP and the subnet numbers of the two train sets are as follows: The probe IP consists of 4 bytes and is represented in binary form, i.e., the probe IP is in the format XXXX, and the symmetric binary representation is 00001010.1000ssss.sshhhhhh.hhhhhhhh, where: The first byte is a fixed 8 bits, which is binary 00001010, or 10; The first 4 bits of the second byte are fixed at 1000; The last four bits of the second byte and the first two bits of the third byte represent the subnet numbers of the two train sets, respectively. For example, the subnet number of the train set coupled to the front is 000001, and the subnet number of the train set coupled to the rear is 000010. This is the principle behind the rule for generating two probe IPs. That is, the two probe IPs generated are 00001010.10000000.01000001.00101111 (10.128.65.47) and 00001010.10000000.10000001.00101111 (10.128.129.47). The last 6 bits of the third byte and the 8 bits of the fourth byte are the last 14 bits of the cross-vehicle red network IP address assigned to each train (i.e., hhhhhhhhhhhhhh).

[0037] The following example illustrates the communication process between coupled trains in a single-end, single-control architecture.

[0038] The detection process for car 0x1402 using car 0x1401 is as follows: Step A1: The onboard ATP obtains the communication terminal device ID of the train coupled to this train as 0x1402 through TCMS; Step A2: The onboard ATP sends a start detection frame to the onboard communication controller and then to car 0x1402. After verifying the validity of the device ID information of the other train's communication terminal, car 0x1402 returns a detection response frame. Step A3: After receiving the response frame, the vehicle communication controller finds the vehicle's static IP address (10.2.1.47) in the VOBC device IP address configuration table using the cross-vehicle data device ID 0xF101. (Refer to...) Figure 5 Based on the above-mentioned probe IP generation rules, probe IPs 10.128.65.47 and 10.128.129.47 were generated. In step A4, the vehicle communication controller sends a start probe frame to two probe IP addresses, 10.128.65.47 and 10.128.129.47. The probe IP address that responds with data is the inter-vehicle communication IP address of this vehicle. If 10.128.65.47 responds, then 10.128.65.47 is the inter-vehicle communication IP address of this vehicle, and 10.128.129.47 is the inter-vehicle communication IP address of another vehicle in the mechanical train. At this point, the probe is complete. In step A5, car 0x1401 uses the cross-car communication IP obtained from the detection to complete the cross-car communication interaction data of the coupled trains.

[0039] Method Example 2 According to embodiments of the present invention, a method for realizing train turnaround is provided based on the communication method between coupled trains implemented by the single-end single-control architecture provided in the above-described method embodiments, such as... Figure 6 The diagram shown is a flowchart of the train turnaround method provided in this embodiment. According to this embodiment, the train turnaround method enables manual turnaround of the train, including the following steps: Step 21: When the coupled train stops in the turnaround area, and the ATP of the leading train determines that automatic end-changing can be performed, it controls the turnaround indicator on the driver's cab to remind the driver, and at the same time, the on-board human-machine interface displays a reminder that automatic end-changing can be performed, for example, by flashing an icon.

[0040] Step 22: According to the automatic end-switching reminder on the human-machine interface, the driver presses the turnaround button of the lead car of the coupled train. The ATP of the lead car of the coupled train sends an "automatic end-switching request" and a "turnaround" command to the following car through the cross-car communication IP and port of the following car coupled with this car. In this embodiment, after the preceding vehicle sends an "automatic end-switching request" to the following vehicle, the following settings are also included: The turnaround indicator light on the cab of the lead car of the coupled train begins to stay on, and the onboard human-machine interface (MMI) displays the icon indicating that automatic end-switching has begun.

[0041] Step 23: After receiving the "turnaround command" from the lead car of the coupled train, the ATP of the rear car of the coupled train illuminates the turnaround indicator light on the driver's cab of the rear car of the coupled train, and the turnaround process of the rear car of the coupled train begins.

[0042] Step 24: The driver removes the key from the lead car of the coupled train, and the lead car of the coupled train completes its turnaround.

[0043] Step 25: After the driver activates the key of the rear car of the coupled train, send an "activated" status message to the front car of the coupled train and act as the front car of the current coupled train.

[0044] Step 26: The ATP of the original coupled train receives the key activation of the coupled train and determines that it has completed the turnaround. The original coupled train sends "non-turnaround status" and "no request" to the current coupled train.

[0045] Step 27: The ATP of the current coupled train determines that it has completed the turnaround and receives the "non-turnaround status" from the original coupled train, and then switches to the status of the entire coupled train's turnaround completed.

[0046] The train turnaround method provided in this embodiment establishes real-time communication between the two trains and completes a synchronous turnaround control algorithm. This algorithm is the first of its kind in the industry. It solves the problem of communication between two mechanically coupled trains in a multi-car train formation, which is used as a single-end, single-control train. Based on this, it enables manual turnaround of coupled trains and improves passenger capacity during peak operating hours.

[0047] Method Example 3 According to embodiments of the present invention, a method for realizing train turnaround is provided based on the communication method between coupled trains implemented by the single-end single-control architecture provided in the above-described method embodiments, such as... Figure 7 The diagram shown is a flowchart of the train turnaround method provided in this embodiment. According to this embodiment, the train turnaround method for coupled trains aims to achieve unmanned automatic turnaround of coupled trains, and includes the following steps: Step 41: When the coupled train stops in the turnaround area and the onboard ATP determines that an unmanned automatic turnaround can be performed, the driver's console will issue a turnaround instruction reminder, and the onboard human-machine interface will display an icon indicating that an unmanned turnaround can be performed.

[0048] Step 42: Wait for the driver to press the turnaround button on the front train of the coupled train. The ATP of the front train of the coupled train will start sending the "turnaround status" message to the ATP of the rear train of the coupled train and display a reminder message to remind the driver. The reminder information in step 42 of this embodiment is as follows: The turnaround indicator light on the cab of the lead car of the coupled train begins to stay on, and the MMI (Manual Machine Interface) of the lead car of the coupled train displays that it has entered the unmanned automatic turnaround mode.

[0049] Step 43: The driver removes the key from the front car of the coupled train. After the ATP collects the "ATO departure" information, it sends an "automatic turnaround request" to the rear car of the coupled train. In this embodiment, the "ATO departure" information can be determined after the driver presses the button or after the "no one turns back button status" sent by ZC is pressed.

[0050] Step 44: After receiving the "Automatic Turnaround Request for No Manned Train" from the ATP of the train ahead of the train, the ATP of the train behind the train replies with "Automatic Turnaround Confirmation for No Manned Train" through the cross-train communication IP and port of the train ahead of the train.

[0051] Step 45: The ATP of the lead train of the coupled train receives the confirmation message sent by the train following the coupled train, and the ATO of the lead train of the coupled train begins to automatically drive the train to the unmanned turnaround parking track and comes to a precise and stable stop.

[0052] Step 46: The ATP of the leading train of the coupled train sends an "automatic end-switching request" to the ATP of the trailing train of the coupled train, and the leading and trailing trains of the coupled train turn back respectively.

[0053] Step 47: The rear car of the coupled train successfully registers with the ground ZC equipment and outputs cab activation and direction. After the front car of the coupled train releases cab activation, the rear car of the coupled train, upon receiving the cab activation feedback, sends an "activated" status message to the front car of the coupled train.

[0054] Step 48: The ATP of the original coupled train receives the cab activation status and completes the turnaround. The original coupled train's leading car sends "non-turnaround status" and "no request" to the original coupled train's trailing car.

[0055] Step 49: The ATP of the train following the original coupled train determines that it has completed the turnaround and receives the "non-turnaround status" from the train preceding the original coupled train. It then determines that the turnaround is complete and the ATO automated driving train arrives at the platform and stops inside the parking window.

[0056] Step 50: After the train comes to a complete stop inside the platform parking window, the driver activates the key switch in the cab of the rear car of the original coupled train. The turnaround indicator light on the cab of the rear car of the original coupled train goes out, and the rear car of the original coupled train stops outputting cab activation and direction, thus completing the turnaround operation.

[0057] The train turnaround method provided in this embodiment establishes real-time communication between the two trains and completes a synchronous turnaround control algorithm. This algorithm is the first of its kind in the industry. It solves the problem of communication between two mechanically coupled trains in a multi-car train formation, which is used as a single-end, single-control train. Based on this, it enables unmanned automatic turnaround of coupled trains, improving the passenger capacity during peak operating hours.

[0058] Method Example 4 According to embodiments of the present invention, a method for realizing train turnaround is provided based on the communication method between coupled trains implemented by the single-end single-control architecture provided in the above-described method embodiments, such as... Figure 8 The diagram shown is a flowchart of the train turnaround method provided in this embodiment. According to this embodiment, the train turnaround method for coupled trains, to achieve fully automatic turnaround of coupled trains, includes the following steps: Step 60: When the lead car of the coupled train stops in the fully automatic turnaround area and receives a valid turnaround command from the central ATS, the ATP of the lead car determines that the automatic FAO switch is satisfied. Then, it sends "FAO switch" and "FAO switch status" to the ATP of the trailing car of the coupled train through the cross-car communication IP and port of the trailing car coupled with this car.

[0059] Step 61: When the ATP of the rear train of the coupled train receives the "FAO end change" from the front train of the coupled train or the direction of operation is opposite to the direction of the ATS command, it sends a "FAO end change confirmation" back to the front train of the coupled train and begins the turnaround of the rear train of the coupled train.

[0060] Step 62: After receiving the "FAO end-switching confirmation", the ATP of the lead train of the coupled train releases the activation terminal.

[0061] Step 63: After the rear carriage of the coupled train completes its turnaround, the rear carriage activates its cab and sends an "activated" status message to the front carriage of the coupled train.

[0062] Step 64: After receiving the "activated" message from the train following the train, the train in front of the coupled train determines that the train has completed its turnaround. The train in front of the coupled train then sends "non-turnaround status" and "no request" to the train following the train.

[0063] Step 65: After receiving the "non-turnaround status" and "no request" messages, the train behind the coupled train determines that it has completed the turnaround and upgrades to FAO mode to continue operation.

[0064] The train turnaround method provided in this embodiment establishes real-time communication between the two trains and completes a synchronous turnaround control algorithm. This algorithm is the first of its kind in the industry. It solves the problem of communication between two mechanically coupled trains in a multi-car train formation, which is used as a single-end, single-control train. Based on this, it realizes fully automatic turnaround of the coupled trains and improves the passenger capacity during peak operating hours.

[0065] System Implementation Examples According to embodiments of the present invention, a communication system for coupled trains with a single-end, single-control architecture is provided, such as... Figure 9 The diagram shown is a block diagram of a communication system between coupled trains with a single-end, single-control architecture provided in this embodiment. According to this embodiment, the communication system between coupled trains with a single-end, single-control architecture includes two train sets after mechanical coupling. Each train set includes: The onboard ATP (Automatic Train Protection) at the communication end obtains the unique identifier of the communication end of the train coupled to it through the onboard network of the TCMS system, and uses this identifier as information to initiate the detection frame. Then, based on the onboard communication controller, the two train sets interact to initiate the detection frame. In this embodiment, the unique identifier of the communication terminal includes the VOBC device type identifier of the other train and the device ID of the communication terminal of the other train. The detection frame includes the VOBC device type identifier of the other train, the device ID of the communication terminal of the other train, the destination logical ID=1 and the interconnection ID information of this train. The interconnection device ID is determined by matching the device number with the device ID of this train's communication terminal and referring to the VOBC device IP address configuration table. The onboard communication controller verifies the legitimacy of the unique identification information of each train based on the start detection frame sent by the other train. After the verification is successful, the onboard communication controller uses the configured cross-train communication type identifier of its own train to retrieve the configured static IP and port in the data. Then, based on the retrieved static IP (the red network IP of its own train) and the subnet number of the two train sets, it dynamically generates two detection IPs and forwards the start detection frame to the two detection IPs respectively. When the onboard communication controller receives feedback information, it stops the detection activity and determines that the detection IP of the feedback information is the cross-train communication IP of its own train, and the other detection IP is the cross-train communication IP of the other train. The cross-train communication IP is used to complete the establishment of real-time communication between the two trains, and the status of its own train is shared with the coupled train in the form of a security protocol.

[0066] The single-end, single-control architecture communication system provided in this embodiment enables communication between coupled trains. After coupling two mechanically assembled trains based on this architecture, the train-level network provides independent physical dual networks. The two trains first obtain the unique identifier information of the communication terminal of the train coupled to them, and then send a start detection frame to their own red-blue network onboard communication controller. The onboard communication controller performs a validity check based on the unique identifier information. Then, using the configured cross-train communication type identifier, the onboard communication controller retrieves the configured static IP and port from the data. Finally, based on the retrieved static IP and the subnet numbers of the two train sets, it dynamically generates a TCN-compliant system. The standard two detection IPs are used to forward the start detection frame to the two detection IPs respectively. The detection IP that sends the feedback information is used as the cross-train communication IP of this train, and the other detection IP is the communication IP of the other train. The two trains quickly establish real-time communication based on the communication IPs obtained through detection, and share the status of the two trains with the coupled train in the form of a safety protocol. The communication frequency is increased to 0.4s. The simple and efficient coupled train detection IP mechanism completes the mechanical coupling and coupling communication of two trains under the single-end single-control architecture, which serves as the basis for the synchronous turnaround of two trains.

[0067] The embodiments of the present invention are system embodiments corresponding to the above method embodiments. The specific operation of each system can be understood by referring to the description of the method embodiments, and will not be repeated here.

[0068] like Figure 10 As shown, the present invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the communication method between coupled trains with the single-end single-control architecture in the above embodiments or the coupled train turnaround method in embodiments two to four.

[0069] The present invention also provides a computer-readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it implements the communication method between coupled trains with the single-end single-control architecture in the above embodiments, or when the computer program is executed by a processor, it implements the method for coupled trains to turn back based on the communication between coupled trains in the above embodiments.

[0070] Those skilled in the art will understand that all or part of the processes in the methods of 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, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0071] 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 apparatus or system embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The apparatus 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.

[0072] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and the contents not described in detail in the specification of the present invention are well known to those skilled in the art.

Claims

1. A method for communication between coupled trains with a single-end, single-control architecture, characterized in that, Includes the following steps: After the two train sets complete the mechanical coupling, the onboard ATP of the communication terminals of the two train sets obtains the unique identifier of the communication terminal of the other train coupled with its own train through the onboard network of the TCMS system, and uses it as the information for the start detection frame. Then, based on the onboard communication controller, the two train sets realize the interactive start detection frame. The two train sets respectively verify the legality of the train's unique identification information based on the start detection frame sent by the other train. After the verification is successful, the on-board communication controller of the train uses the configured cross-train communication type identifier of the train to retrieve the configured static IP and port in the data. Then, based on the retrieved static IP and the subnet number of the two train sets, it dynamically generates two detection IPs and forwards the start detection frame to the two detection IPs respectively. When the on-board communication controller receives feedback information, it stops the detection activity, determines the detection IP of the feedback information, and uses it as the cross-vehicle communication IP of this vehicle. The other detection IP is the cross-vehicle communication IP of the other train. The two train sets use cross-train communication IP to establish real-time communication between the two trains and share the status of the two trains with the coupled train in the form of a security protocol.

2. The communication method between coupled trains with a single-end, single-control architecture as described in claim 1, characterized in that, The activation detection frame includes the VOBC device type identifier of the other train, the device identifier of the other train's communication terminal, the destination logical ID=1, and the interconnection identification information of this train; the interconnection device identifier is determined by matching the device number with the device identifier of this train's communication terminal and referring to the VOBC device IP address configuration table.

3. The communication method between coupled trains with a single-end, single-control architecture as described in claim 1, characterized in that, It also includes the following steps: The communication terminals of the two train sets are set separately, and the unique device type identifier, unique device identifier, interoperability identifier, red and blue network IP and port of the communication terminal are set in the IP address configuration table of the train VOBC equipment. The train communicates with the ground system through the interoperability identifier of the train.

4. The communication method between coupled trains with a single-end, single-control architecture as described in any one of claims 1-3, characterized in that, It also includes the following steps: Configure the second communication terminal device type identifier, second communication terminal device identifier, cross-vehicle red and blue network IP and port in the train VOBC device IP address configuration table for cross-vehicle communication. When cross-vehicle communication is performed, the train can determine the cross-vehicle red and blue network IP and port in the train VOBC device IP address configuration table based on the second communication terminal device identifier. It then generates two probe IPs using the cross-vehicle red network IP as a static IP and the subnet numbers of the two train groups, and forwards the start probe frame to the two probe IPs respectively to determine the communication IP between the two trains.

5. The communication method between coupled trains with a single-end, single-control architecture as described in claim 1, characterized in that, The detection IP consists of four bytes. The first byte is a fixed setting, the first four bits of the second byte are fixed settings, the last four bits of the second byte and the first two bits of the third byte are the subnet numbers of the two coupled trains, the last six bits of the third byte and the last 14 bits of the cross-train red network IP address assigned to each train by the ETBN network.

6. A method for turning back coupled trains based on the communication method between coupled trains using the single-end single-control architecture described in any one of claims 1-5, characterized in that, Including the following steps: When the coupled train stops in the turnaround area, and the ATP of the leading train determines that automatic end switching can be performed, it controls the turnaround indicator on the driver's cab to remind the driver, and at the same time the on-board human-machine interface displays a reminder that automatic end switching can be performed. According to the automatic terminal switching reminder on the human-machine interface, the driver presses the turnaround button of the lead train of the coupled train. The ATP of the lead train of the coupled train sends an "automatic terminal switching request" and a "turnaround" command to the trailing train through the cross-train communication IP and port of the trailing train coupled with this train. After receiving the "turnaround command" from the lead car of the coupled train, the ATP of the rear car of the coupled train will light up the turnaround indicator light on the driver's cab of the rear car of the coupled train and start the turnaround process of the rear car of the coupled train. The driver removes the key from the lead car of the coupled train, and the lead car of the coupled train completes its turnaround. After the driver activates the key of the rear carriage of the coupled train, it sends an "activated" status message to the front carriage of the coupled train and becomes the front carriage of the current coupled train. The ATP of the original coupled train receives the key of the rear train of the coupled train, activates it, and determines that it has completed the turnaround. The original coupled train sends "non-turnaround status" and "no request" to the current coupled train. The ATP of the lead train of the current coupled train determines that it has completed the turnaround and receives the "non-turnaround status" from the original lead train of the coupled train, and then switches to the status of the entire coupled train's turnaround completed.

7. A method for turning back a coupled train, implemented by a communication method between coupled trains with a single-end, single-control architecture as described in any one of claims 1-5, characterized in that, Including the following steps: When the coupled train stops in the turnaround area and the onboard ATP determines that an unmanned automatic turnaround can be carried out, it will control the turnaround indicator on the driver's console to remind the driver, and at the same time, the onboard human-machine interface will display an icon indicating that an unmanned turnaround can be carried out. Once the driver presses the turnaround button on the lead train of the coupled train, the ATP (Automatic Train Protection) of the lead train will begin sending a "turnaround in progress" message to the ATP of the trailing train and displaying a reminder message to the driver. The driver removes the key from the front car of the coupled train. After the ATP collects the "ATO departure" information, it sends an "automatic turnaround request" to the rear car of the coupled train. After receiving the "Automatic Turnaround Request for No Manning" from the ATP of the train preceding the train, the ATP of the train following the train replies with "Automatic Turnaround Confirmation for No Manning" through the cross-train communication IP and port of the train preceding the train. When the ATP (Automatic Train Operation) of the lead train of the coupled train receives a confirmation message from the train following the coupled train, the ATO (Automatic Train Operation) of the lead train of the coupled train begins to automatically drive the train to the unmanned turnaround parking track and stops it accurately and steadily. The ATP of the leading train of the coupled train sends an "automatic end-switching request" to the ATP of the trailing train of the coupled train, and the leading and trailing trains of the coupled train turn around respectively; The rear carriage of the coupled train has successfully registered with the ground ZC equipment, and outputs the driver's cab activation and direction; After the cab of the lead car of the coupled train is activated, the trailing car of the coupled train sends an "activated" status message to the lead car after receiving the cab activation feedback. The ATP of the lead car of the original coupled train receives the activation status from the driver's cab and completes the turnaround. The lead car of the original coupled train sends "non-turnaround status" and "no request" to the rear car of the original coupled train. The ATP of the train following the original coupled train determines that it has completed the turnaround and receives the "non-turnaround status" from the train preceding the original coupled train. It then determines that the turnaround is complete and the ATO automatic train arrives at the platform and stops inside the parking window. After the train comes to a complete stop inside the platform parking window, the driver activates the key switch in the cab of the rear car of the original coupled train. The turnaround indicator light on the cab of the rear car of the original coupled train goes out, and the rear car of the original coupled train stops outputting the cab activation and direction, thus completing the turnaround operation.

8. A method for turning back a coupled train, implemented by a communication method between coupled trains with a single-end, single-control architecture as described in any one of claims 1-5, characterized in that, Including the following steps: When the lead car of the coupled train stops in the fully automatic turnaround area and receives a valid turnaround command from the central ATS, the ATP of the lead car determines that the automatic turnaround (FAO) requirement is met. Then, it sends "FAO turnaround" and "FAO turnaround status" to the ATP of the following car through the cross-car communication IP and port of the following car coupled to this car. When the ATP of the rear train of the coupled train receives the "FAO end change" from the front train of the coupled train or the direction of operation is opposite to the direction of the ATS command, it sends a "FAO end change confirmation" back to the front train of the coupled train and begins the turnaround of the rear train of the coupled train. After receiving the "FAO end-switching confirmation", the ATP of the lead train of the coupled train releases the activation terminal; After the rear carriage of the coupled train completes its turnaround, the rear carriage activates its cab and sends an "activated" status message to the front carriage of the coupled train. After receiving the "activated" message from the train following the train, the train in front of the coupled train determines that the train has completed its turnaround. The train in front of the coupled train then sends "non-turnaround status" and "no request" to the train following the train. After receiving the "non-turnaround status" and "no request" messages, the train behind the coupled train determines that it has completed the turnaround and upgrades to FAO mode to continue operation.

9. A communication system for coupled trains with a single-end, single-control architecture, characterized in that, This includes two train sets after mechanical coupling is completed. Each train set includes: The onboard ATP at the communication end obtains the unique identifier of the communication end of the other train coupled to this train through the onboard network of the TCMS system, and uses it as the information to start the detection frame. Then, based on the onboard communication controller, the two train sets interact to start the detection frame. The onboard communication controller verifies the legitimacy of the unique identification information of each train based on the start detection frame sent by the other train. After the verification is successful, the onboard communication controller uses the configured cross-train communication type identifier of its own train to retrieve the configured static IP and port in the data. Then, based on the retrieved static IP and the subnet number of the two train sets, it dynamically generates two detection IPs and forwards the start detection frame to the two detection IPs respectively. When the onboard communication controller receives feedback information, it stops the detection activity, determines the detection IP of the feedback information as the cross-train communication IP of its own train, and the other detection IP as the cross-train communication IP of the other train. The cross-train communication IP is used to complete the establishment of real-time communication between the two trains, and the status of its own train is shared with the coupled train in the form of a security protocol.

10. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the communication method between coupled trains with a single-end single-control architecture as described in any one of claims 1 to 5, or the train turnaround method as described in any one of claims 6 to 8.

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