Master-control-end switching control method for coupled train, and device and medium

Abstract

The present invention relates to a master-control-end switching control method for a coupled train, and a device and a medium. In the method, after a coupling operation on a train is completed, a master control end of a train formation is determined on the basis of communication content between train units, and communication content between the train units and an external device, and the master control end is switched during operation and on the basis of a running task or the operation requirements. Compared with the prior art, the present invention has the advantages of ensuring the single-master uniqueness of a coupled vehicle, etc.

Description

A method, equipment, and medium for switching control at the main control terminal of coupled trains. Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a method, device, and medium for switching control of the main control terminal of coupled trains. Background Technology

[0002] With the rapid development of urban rail transit technology, urban rail transit has become an important means to improve passenger travel efficiency and alleviate urban traffic pressure. In traditional urban rail transit systems, trains mainly use a fixed formation, meaning that a train consists of a fixed number of carriages. This method cannot be flexibly adjusted according to passenger flow. During peak hours, it may not be able to meet the large passenger flow, and during off-peak hours, when passenger flow is low, the load factor is low, which can easily lead to resource waste.

[0003] To solve this problem, a flexible train formation method can be adopted. For example, during peak periods, two fixed train cars can be coupled together as train units and put into operation on the main line. During off-peak periods, the coupled trains can be decoupled and put into operation according to the plan.

[0004] Currently, the onboard signaling system (ATC) of trains uses a redundant configuration, meaning there is one onboard signaling system at each end of the train. During normal operation, the onboard signaling systems at both ends negotiate to determine one end as the master control unit to control train operation, while the other end serves as a backup. For coupled trains, in addition to negotiating the master control unit for each train unit, it is also necessary to negotiate the master control unit for the entire coupled train formation to avoid malfunctions caused by the onboard signaling systems of different train units competing for the master control unit.

[0005] A search of Chinese Patent Publication No. CN115973231A reveals a method, device, and storage medium for switching control rights during the turnaround of coupled trains. Specifically, the method includes the following steps: Step A: Offline configuration of the VOBC statically associated with the train unit (TU); Step B: Checking the legality of the location message sent by the VOBC; if legal, recording the message; otherwise, discarding the message; Step C: Determining the VOBC dynamically associated with a single train unit (TU) and whether the VOBC is the master control train by combining the active end status and turnaround status fields in the VOBC location information; Step D: Determining the master control train in the train formation by combining the status of all TUs in the train formation. However, this existing patent applies only to control rights switching in the ZC (Zero-Center) configuration and is not applicable to other situations. Therefore, designing a new master control switching technology for coupled trains to ensure the uniqueness of a single master control for coupled vehicles becomes a technical problem that needs to be solved.

[0006] Summary of the Invention

[0007] The purpose of this invention is to overcome the defects of the prior art and provide a main control terminal switching control method, equipment and medium for coupled trains.

[0008] The objective of this invention can be achieved through the following technical solutions:

[0009] According to a first aspect of the present invention, a method for switching the master control terminal of coupled trains is provided. After the trains have completed the coupling operation, the method confirms the master control terminal of the train formation based on the communication content between train units and with external equipment, and switches the master control terminal during operation according to the operation task or work requirements.

[0010] As a preferred technical solution, the method includes the following steps:

[0011] Step S1: Determine whether the remote train unit is the master control terminal;

[0012] Step S2: Determine whether the remote train unit requests to be upgraded to the master control terminal;

[0013] Step S3: Determine whether the local train unit requests to be upgraded to the master control unit;

[0014] Step S4: Determine whether the local train unit is the master control unit;

[0015] Step S5: Based on the determined status of the main control terminal of the local train unit, the local train unit notifies other train units whether to allow the upgrade to the main control terminal; if the local train unit is the main control terminal, then other train units will be prohibited from upgrading to the main control terminal, otherwise the upgrade to the main control terminal will be allowed.

[0016] As a preferred technical solution, step S1 specifically includes the following steps:

[0017] Step S 11 If the current train unit is not connected to other train units, it is determined that the remote train unit is not the master control unit;

[0018] Step S 12 Otherwise, if both ends of this train unit are connected to other train units or the connection status is unknown, the remote train unit is determined to be the main control unit.

[0019] Step S 13 Otherwise, if the local train unit in the coupled train formation does not establish communication with the remote train unit, it is determined that the remote train unit is not the master control unit.

[0020] Step S 14Otherwise, if the local train unit is only connected to other train units at one end and has established communication with the remote train unit, if the remote train unit prohibits the local train unit from upgrading to the master control terminal, then the remote train unit is determined to be the master control terminal; if the remote train unit allows the local train unit to upgrade to the master control terminal, then the remote train unit is determined to be the non-master control terminal.

[0021] As a preferred technical solution, step S2 specifically includes the following steps:

[0022] Step S 21 If communication is established with a remote train unit and the remote train unit is requesting to be upgraded to the master control terminal, it is considered that the remote train unit has requested to become the master control terminal.

[0023] Step S 22 Otherwise, it is assumed that the remote train unit has not requested to be upgraded to the master control unit.

[0024] As a preferred technical solution, step S3 specifically includes the following steps:

[0025] Step S 31 If neither end of the train unit is coupled or both ends are coupled, then there is no request to upgrade to the master control unit.

[0026] Step S 32 Otherwise, if the onboard controller of this train unit meets the set conditions, and it is determined that this train unit needs to request an upgrade to the master controller:

[0027] Step S 33 Once the local train unit determines whether it needs to request an upgrade to become the master control unit, it needs to inform the remote train unit. If there is a request to upgrade to become the master control unit, the local train unit informs the remote train unit that it requests to become the master control unit; otherwise, the local train unit informs the remote train unit that it does not have a request to become the master control unit.

[0028] As a preferred technical solution, step S 32 The condition is set to satisfy any of the following conditions:

[0029] (1) The train unit at this end has a driver's cab that is activated by the driver;

[0030] (2) When none of the train units are undergoing wake-up testing, the planned running direction in the current train operation task is consistent with the non-coupled end direction of the train unit at this end.

[0031] (3) The train unit at this end is not conducting a wake-up test and is outputting a command to open the door or platform door;

[0032] (4) After the coupled train is awakened from the dormant state, neither the local train unit nor the remote train unit has performed a wake-up test, but the subsystem ID of the local on-board controller is smaller than the subsystem ID of the remote one.

[0033] (5) The train unit at this end is performing a wake-up test;

[0034] (6) The train unit at this end has not yet performed the wake-up test, while the train unit at the other end has completed the wake-up test;

[0035] (7) After the coupling operation is completed, the remote train unit does not request to be upgraded to the main control unit, and the local train unit is coupling with the train during the coupling process.

[0036] As a preferred technical solution, step S4 specifically includes the following steps:

[0037] Step S 41 If the local train unit requests to upgrade to the master control unit, and the remote train unit is neither the master control unit nor has it applied to become the master control unit, the local train unit will be upgraded to the master control unit.

[0038] Step S 42 Otherwise, if the local train unit does not request to upgrade to the master control unit, but the remote train unit requests to upgrade to the master control unit, then the local train unit will be downgraded to a slave unit.

[0039] Step S 43 Otherwise, it remains unchanged.

[0040] As a preferred technical solution, this method involves the train units communicating with each other and negotiating the master control terminal after the coupling operation is completed and the mechanical and electrical hooks between the train units are stably connected.

[0041] As a preferred technical solution, this method determines whether a switch of the master control terminal is needed when it receives the train operation task information issued by the ATS.

[0042] As a preferred technical solution, this method ensures that when a coupled train is performing door opening operations, it will not cause an abnormal situation where a door closing command is mistakenly issued due to a master-slave switch.

[0043] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0044] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0045] Compared with the prior art, the present invention has the following advantages:

[0046] 1) This invention is applicable to the scheme of selecting and switching the master control terminal of coupled trains. It is based on a master-slave negotiation mechanism on the basis of communication and certain referee principles, which ensures the uniqueness of the single master of coupled vehicles. It is applicable to the negotiation of master control vehicles between two vehicles with interconnection projects. It is simple to implement and has strong applicability.

[0047] 2) This invention ensures that when communication is established within a train formation, only one train unit will be the master control terminal of the train formation. There will be no multiple master control terminals. Only "single master" and "multiple slave" situations are allowed. There will be no situation where multiple train units compete for the master control terminal, which has high stability.

[0048] 3) This invention ensures that when a coupled train is performing door opening operations, it will not cause abnormal situations such as issuing incorrect door closing commands due to master-slave switching, thus providing a certain level of safety. Attached Figure Description

[0049] Figure 1 is a flowchart of the present invention for determining whether a remote train unit is a master control terminal;

[0050] Figure 2 is a flowchart of whether the remote train unit of the present invention requests to be upgraded to the master control terminal;

[0051] Figure 3 is a flowchart of whether the local train unit requests to be upgraded to the master control unit according to the present invention.

[0052] Figure 4 is a flowchart of the present invention for determining whether the local train unit is the main control unit;

[0053] Figure 5 is a schematic diagram of the coupled train scenario of the present invention.

[0054] TU stands for Train Unit, and TF stands for Train Formation. Detailed Implementation

[0055] 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, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0056] After the train completes the coupling operation, the present invention confirms the main control terminal of the train formation based on the communication content between train units and with external equipment, and can switch the main control terminal during operation according to relevant operational tasks or work requirements.

[0057] After the coupling operation is completed and the mechanical and electrical couplers between the train units are stably connected, the train units will communicate with each other and begin negotiating the master control terminal. When situations arise, such as receiving a train operation task from the ATS (Automatic Train Control System), it is necessary to decide whether to switch the master control terminal.

[0058] As shown in Figures 1-4, the steps for negotiating and determining the main control terminal for train formation in this invention are as follows:

[0059] Step S1, taking Figure 5 as an example, when the two train units TU1 and TU2 have completed the coupling operation, but the ATS has not yet issued the operation task and there is no need to perform a wake-up test, we will discuss the manual coupling and fully automatic unmanned coupling separately:

[0060] Step S 11 The steps for manually connecting the main control terminal are as follows:

[0061] Step S 111 After the coupling is completed, assuming only TU1 has the driver activation key. If TU1 detects the driver activation key signal, TU1 will request to upgrade to the master control terminal and simultaneously inform TU2 that its train unit also requests to upgrade to the master control terminal. Upon receiving TU1's upgrade request, TU2 will determine that TU1 has an upgrade request and that it itself does not, and will inform TU1 that it is not the master terminal and allow TU1 to activate. Upon receiving information that TU2 has no upgrade request and is not the master terminal, TU1 will upgrade to the master control terminal and prohibit TU2 from upgrading to the master control terminal.

[0062] Step S 12 The steps for requesting a fully automated, unmanned connection from the main control terminal are as follows:

[0063] Step S 121 After the coupling is completed, if the coupled train TU2 does not request to become the master train, it will notify TU1. TU1, as the train to be coupled, will request to become the master train and notify TU2. Since TU2 itself does not have a master train request, upon receiving TU1's master train request, it will set itself as a slave train and allow TU1 to become the master train. After receiving TU2's permission to become the master train, TU1 will determine that TU2, being a slave train, does not have a master train request, and will become the master train itself, preventing TU2 from becoming the master train.

[0064] Step S2: Taking Figure 5 as an example, the coupled train does not need to undergo a wake-up test. The ATS issues an operation task to the train formation TF, and the task direction is shown in Figure 5.

[0065] Step S 21 If the original master controller is TU2, then TU2 continues to request to become the master, TU1 does not request to become the master and allows TU2 to become the master, and the TF master controller remains unchanged.

[0066] Step S 22If the original master control unit is TU1, then TU2 will request to become the master control unit and inform TU1 of this request. After receiving the request from TU2 to become the master, TU1, because the direction of the train's mission is not consistent with the direction of its non-coupled end, will not request to become the master itself and will demote itself to a slave end, informing TU2 and allowing it to become the master. After receiving the permission message from TU1 to become the master, TU2 will become the master and prevent TU1 from becoming the master, thus realizing the master-slave switch for coupled trains.

[0067] Step S 23 If TU1 and TU2 each receive a running task in the same direction as their non-connected end, both TUs will request to upgrade to the master control end. However, the original master control end will still prevent the other from becoming the master, and the original slave end will still consider the other to be the master control end. The original master control end will remain in the master control end state, and the original slave end will not become the master control end, thus achieving protection against abnormal situations.

[0068] Step S3: The train formation arrives at the platform according to the operation task, stops steadily and accurately, and issues the door opening command to carry out passenger boarding and alighting operations.

[0069] Once the coupled train arrives at the passenger platform according to its assigned task, the old train task will no longer be responded to, and the train will open and close its doors for passenger boarding and alighting. To prevent the issuance of incorrect door closing commands or the failure to maintain door opening commands due to receiving train tasks in the opposite direction during passenger boarding and alighting or other reasons causing a master-slave switch within the coupled train, the train unit that outputs the door opening command must maintain a master request and remain the master until the door closing time is reached or no further door opening commands are needed, thus achieving safety protection.

[0070] Step S4: Taking Figure 5 as an example, after the train formation TF is awakened in the hibernation area, TU1 has not yet undergone a wake-up test.

[0071] When a coupled train is awakened in the hibernation zone and a wake-up test is required, it will not respond to any operation tasks until the wake-up test is completed. At this time, there are two situations: (1) TU1 and TU2 have not been woken up; (2) TU1 has not been tested but TU2 has been tested.

[0072] Step S 41 Neither TU1 nor TU2 has undergone wake-up testing. After wake-up, both TU1 and TU2 may meet the wake-up test conditions. To avoid both train units outputting wake-up test commands to the vehicle, a master unit needs to be identified, and it should be configured so that only the master unit outputs wake-up test commands to the vehicle. If neither has undergone wake-up testing, then the unit with the smaller subsystem ID in the onboard controller of the two TUs should be promoted to master unit and perform the wake-up test first, thus avoiding the problem of both TUs performing wake-up tests.

[0073] Step S 42TU1 has not yet been tested, but TU2 has completed its test. Once TU2 completes its wake-up test, it will not request to upgrade to master and will remain in master mode. When TU1 learns that TU2 has completed its wake-up test and that it meets the wake-up test conditions, it will request to upgrade to master and inform TU2. Upon receiving the master upgrade request from TU1, TU2, having no prior master upgrade request, will become a slave and allow TU1 to upgrade to master. Upon receiving TU2's permission to upgrade, TU1 will determine that TU2 is a slave, upgrade itself to master, and simultaneously prevent TU2 from upgrading to master, thus proceeding with the wake-up test.

[0074] Step S5: Taking Figure 5 as an example, after being woken up in the train formation TF, TU1 is undergoing a wake-up test.

[0075] When TU1 is performing a wake-up test, if TU2 has not yet performed a wake-up test and also meets the wake-up test conditions, it will request to be promoted to master, which could lead to a master-slave switch during the wake-up test. Therefore, to prevent this situation, the TU currently performing a wake-up test will maintain its master promotion request and remain master until its wake-up test is complete. If a remote TU needs to perform a wake-up test, it will proceed according to step S. 42 Perform master-slave switching to achieve security protection.

[0076] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0077] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0078] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0079] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0080] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0081] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0082] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0083] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A master control terminal switching control method for coupled trains, characterized in that, This method identifies the main control terminal of the train formation based on the communication content between train units and with external equipment after the train has completed the coupling operation, and switches the main control terminal during operation according to the running task or work requirements.

2. The main control terminal switching control method for coupled trains according to claim 1, characterized in that, The method includes the following steps: Step S1: Determine whether the remote train unit is the master control terminal; Step S2: Determine whether the remote train unit requests to be upgraded to the master control terminal; Step S3: Determine whether the local train unit requests to be upgraded to the master control unit; Step S4: Determine whether the local train unit is the master control unit; Step S5: Based on the determined status of the main control terminal of the local train unit, the local train unit notifies other train units whether to allow the upgrade to the main control terminal; if the local train unit is the main control terminal, then other train units will be prohibited from upgrading to the main control terminal, otherwise the upgrade to the main control terminal will be allowed.

3. The main control terminal switching control method for coupled trains according to claim 2, characterized in that, Step S1 specifically includes the following steps: Step S 11 If the current train unit is not connected to other train units, it is determined that the remote train unit is not the master control unit; Step S 12 Otherwise, if both ends of this train unit are connected to other train units or the connection status is unknown, the remote train unit is determined to be the main control unit. Step S 13 Otherwise, if the local train unit in the coupled train formation does not establish communication with the remote train unit, it is determined that the remote train unit is not the master control unit. Step S 14 Otherwise, if the local train unit is only connected to other train units at one end and has established communication with the remote train unit, if the remote train unit prohibits the local train unit from upgrading to the master control terminal, then the remote train unit is determined to be the master control terminal; if the remote train unit allows the local train unit to upgrade to the master control terminal, then the remote train unit is determined to be the non-master control terminal.

4. The main control terminal switching control method for coupled trains according to claim 2, characterized in that, Step S2 specifically includes the following steps: Step S 21 If communication is established with a remote train unit and the remote train unit is requesting to be upgraded to the master control terminal, it is considered that the remote train unit has requested to become the master control terminal. Step S 22 Otherwise, it is assumed that the remote train unit has not requested to be upgraded to the master control unit.

5. The main control terminal switching control method for coupled trains according to claim 2, characterized in that, Step S3 specifically includes the following steps: Step S 31 If neither end of the train unit is coupled or both ends are coupled, then there is no request to upgrade to the master control unit. Step S 32 Otherwise, if the onboard controller of this train unit meets the set conditions, and it is determined that this train unit needs to request an upgrade to the master controller: Step S 33 Once the local train unit determines whether it needs to request an upgrade to become the master control unit, it needs to inform the remote train unit. If there is a request to upgrade to become the master control unit, the local train unit informs the remote train unit that it requests to become the master control unit; otherwise, the local train unit informs the remote train unit that it does not have a request to become the master control unit.

6. The main control terminal switching control method for coupled trains according to claim 5, characterized in that, Step S 32 The condition is set to satisfy any of the following conditions: (1) The train unit at this end has a driver's cab that is activated by the driver; (2) When none of the train units are undergoing wake-up testing, the planned running direction in the current train operation task is consistent with the non-coupled end direction of the train unit at this end. (3) The train unit at this end is not conducting a wake-up test and is outputting a command to open the door or platform door; (4) After the coupled train is awakened from the dormant state, neither the local train unit nor the remote train unit has performed a wake-up test, but the subsystem ID of the local on-board controller is smaller than the subsystem ID of the remote one. (5) The train unit at this end is performing a wake-up test; (6) The train unit at this end has not yet performed the wake-up test, while the train unit at the other end has completed the wake-up test; (7) After the coupling operation is completed, the remote train unit does not request to be upgraded to the main control unit, and the local train unit is coupling with the train during the coupling process.

7. The main control terminal switching control method for coupled trains according to claim 2, characterized in that, Step S4 specifically includes the following steps: Step S 41 If the local train unit requests to upgrade to the master control unit, and the remote train unit is neither the master control unit nor has it applied to become the master control unit, the local train unit will be upgraded to the master control unit. Step S 42 Otherwise, if the local train unit does not request to upgrade to the master control unit, but the remote train unit requests to upgrade to the master control unit, then the local train unit will be downgraded to a slave unit. Step S 43 Otherwise, it remains unchanged.

8. The main control terminal switching control method for coupled trains according to claim 1, characterized in that, After the coupling operation is completed and the mechanical and electrical hooks between the train units are stably connected, the train units will communicate with each other and begin to negotiate the master control terminal.

9. The main control terminal switching control method for coupled trains according to claim 1, characterized in that, When this method receives the train operation task information from the ATS, it determines whether a switch of the master control terminal is required.

10. The main control terminal switching control method for coupled trains according to claim 1, characterized in that, This method ensures that when a coupled train is performing door opening operations, it will not cause an abnormal situation where a door closing command is mistakenly issued due to a master-slave switch.

11. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 10.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 10.

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