CN108791366B - Multi-train cooperative control method and system adopting virtual coupling - Google Patents
Multi-train cooperative control method and system adopting virtual coupling Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
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- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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Abstract
The invention relates to a multi-train cooperative control method and a multi-train cooperative control system adopting virtual coupling, wherein the method comprises the following steps: acquiring the acceleration of an adjacent train of a control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train; determining the acceleration of the control train according to the acceleration of the adjacent train of the control train, the speed difference value between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train; and adjusting the speed of the control train according to the determined acceleration of the control train. The method and the system realize the stable cooperative operation of the train group by the mode that each train runs along with the train immediately before the train, thereby achieving the aim of high efficiency and safety.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a multi-train cooperative control method and system adopting virtual coupling.
Background
In rail transit, tracking control is usually performed in a blocking mode, that is, a signal or a certificate is used to ensure that a train is partitioned according to a technical method that a certain distance (space spacing system) must be kept between a preceding train and a tracking train. In the method, the front control train tracks according to the block subarea, the tracking interval is relatively large, and the control efficiency is low due to the influence of more management and control levels; in addition, two trains are managed as independent individuals, and occupy one train number and one counting line respectively, so that the transportation capacity of a single train can not be flexibly adjusted. Although the mode of reconnecting the trains is adopted on the existing line, the mode is influenced by the physical connection of the equipment such as the train coupler and the like, the connection and disassembly efficiency is not high, the on-line dynamic control cannot be realized, and the physical reconnection of two trains can only be realized under the influence of the length of the platform.
The patent with the application number of CN201710686257.0 discloses a train control method for a virtual connected small marshalling, in which point-to-point communication is realized between control trains based on vehicle-mounted equipment, so as to form the virtual connected small marshalling. Because the linkage is realized in a virtual mode, a higher requirement is put on the cooperative control of a plurality of trains in the train, and the tracking strategy for controlling the train to the train before the train is in the patent is as follows: the main vehicle follows the acceleration, cruising and deceleration running states of a train immediately before, and the control model takes distance deviation and speed deviation as input, is based on closed-loop feedback control of acceleration, and simultaneously calculates a relative safe distance in real time according to the current speed to serve as a safe limiting condition of the control model. However, the tracking strategy is very simple, and in the actual running process of the virtually coupled train, the train shakes due to rapid acceleration, rapid deceleration and the like, so that passengers feel serious discomfort. This phenomenon is particularly serious in a multi-car situation, such as a 3-car consist, an 8-car consist, a 16-car consist, and the like.
Disclosure of Invention
The invention provides a virtual-coupling multi-train cooperative control method, which aims to solve the technical problem that stable cooperation cannot be realized under the condition of multi-train virtual coupling in the prior art.
A multi-train cooperative control method adopting virtual coupling comprises the following steps:
firstly, acquiring the acceleration of an adjacent train of a control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train;
secondly, determining the acceleration of the control train according to the acceleration of the adjacent train of the control train, the speed difference value between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train;
and finally, adjusting the speed of the control train according to the determined acceleration of the control train.
Further:
determining an acceleration difference value between the adjacent train of the control train and the control train according to the speed difference value between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train;
determining an acceleration of the control train based on the acceleration difference and an acceleration of an adjacent train of the control train.
Further:
determining an acceleration difference value Delta a between the adjacent train of the control train and the control trainiThe method specifically comprises the following steps:
wherein the content of the first and second substances,
i＝1,2,3,…,N；
max () represents taking the maximum value between two or more;
Δxiis a redundant distance between the control train and an adjacent train of the control train;
aacc_maxthe maximum driving acceleration of the train;
abreak_cis the service braking acceleration of the train;
xmthe distance deviation when the train control force reaches the maximum;
determining a control acceleration a of the control trainiThe method specifically comprises the following steps:
further:
acquiring the distance between the control train and the adjacent train of the control train and the ideal distance between the control train and the adjacent train of the control train;
and determining the redundant distance between the adjacent train of the control train and the control train according to the distance between the adjacent train of the control train and the ideal distance between the adjacent train of the control train and the control train.
Further: and determining an ideal distance between the adjacent train of the control train and the control train based on the safe distance between the adjacent train of the control train and the control train, the service braking distance of the control train and the emergency braking distance of the adjacent train of the control train.
Further: and the service braking distance of the train is controlled, and the service braking distance is obtained by inquiring actual train parameters.
Further: and the emergency braking distance of the adjacent train of the control train is obtained by inquiring the actual train parameters.
Further: and determining a safe distance between the adjacent train of the control train and the speed of the control train based on the brake response time, the signal and information transmission delay.
Further: the safety distance is (brake response time + signal processing and transmission delay) multiplied by the control train speed multiplied by the safety factor.
A multi-train cooperative control system employing virtual coupling, the system comprising:
the information acquisition unit is used for acquiring the acceleration between the adjacent train of the control train and the control train, the speed difference between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train;
the acceleration calculation unit is used for determining the acceleration of the control train according to the acceleration of the adjacent train of the control train, the speed difference value between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train;
the speed adjusting unit is used for adjusting the speed of the control train according to the determined acceleration of the control train;
the communication unit is used for communication between front control trains and communication between the trains and the control center;
and the control center is used for monitoring the running state of the train group in real time.
By the technical scheme, efficient and safe operation of the virtual coupling multi-train group is realized. Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic diagram illustrating a cooperative control position relationship according to an embodiment of the present invention;
FIG. 2 illustrates an operational state transition diagram according to an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating a two-vehicle position relationship with a negative redundancy distance, according to an embodiment of the present invention;
fig. 4 shows a block diagram of a cooperative control system according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the embodiment of the invention, the multiple trains are not physically connected by devices such as a car coupler, but are virtually coupled by wireless communication modes such as car-to-car communication and the like. In the virtual coupling system, since the trains are not physically connected by devices such as couplers and the like, but are wirelessly connected, the distance or relative position between the trains changes during the operation of the trains. Fig. 1 is a diagram schematically showing a positional relationship between a plurality of trains in cooperative control of a virtual coupling system. The method controls the virtual coupling of multiple trains in a coordinated manner, and the continuous multiple trains are regarded as a train group which is virtually coupled together according to the front-back relation of the positions of the multiple trains; and controlling a certain train in the train group, wherein the train can be regarded as a control train, and the control acceleration of the control train is determined according to the state of the control train and the running state of the adjacent train, so that the speed of the control train is adjusted.
As shown in fig. 1, the plurality of trains includes train 1 … train i-1, train i … train N, wherein train 1 may be a lead train. The embodiment of the invention takes two adjacent trains i and i-1 in front and back of a plurality of trains as an example for illustration.
The train i as the control train has a certain distance from the train i-1 as the immediately preceding train adjacent thereto. In the figure, xiAnd xi-1Respectively shows the positions of the head of the train i and the head of the train i-1, viAnd vi-1Respectively representing the current running speed of the train i and the train i-1 thereof; d (v)i,vi-1) For train i at a running speed viThe running speed of the train i-1 is vi-1The desired spacing between the two cars to be maintained, the desired spacing being controlled by the speed of the trainDegree of influence. Distance D (v) between train i and train i-1 during operation of the traini,vi-1) The distance is ideal, when the two trains keep ideal distance, the high-efficiency running of the trains can be ensured, and the safety problems of collision and the like can be avoided.
Wherein the ideal distance D (v)i,vi-1) And also at a safety distance d0Train length L, service braking distance Sc of train ii(vi) Emergency braking distance Su of train i-1i-1(vi-1) It is related. And the service braking distance Sc of the train ii(vi) Dependent on the current speed v of the train iiThe train parameter can be obtained by inquiring the actual train parameter; emergency braking distance Su of train i-1i-1(vi-1) Dependent on the current speed v of the train i-1i-1The method can be obtained by inquiring the actual train parameters.
The above-mentioned ideal distance D (v)i,vi-1) The following formula is specific:
D(vi,vi-1)＝d0+L+Sci(vi)-Sui-1(vi-1) (1)
in the above formula (1), d0In order to control the train to adopt common braking under the condition of emergency braking of the train immediately before, the train and the tail of the train immediately before are stopped and then the safety distance reserved between the train head and the train tail of the train is controlled. The safety distance d0Influenced by the time of the driver's braking response, delay in processing and transmission of signals in the train unit, and control of the train speed, in particular the safety spacing d0The speed of the train is controlled by (brake reaction time + signal processing and transmission delay) multiplied by factor x safety factor, wherein the safety factor is between 1 and 2.
In the operation process of the multi-train system based on the virtual coupling, the multi-train system based on the virtual coupling is divided into different operation states based on the distance relation and the speed relation between the control train and the train in the front row, and the train is converted in the different operation states by means of control means such as acceleration or deceleration of the speed of the train, so that the balanced operation state that the speed of the control train is consistent with that of the train in the front row and the distance is stable is finally achieved. The following table shows 9 operating conditions.
As shown in the above table, the actual distance D (v) is based on the actual distance between the control train (train i) and the immediately preceding train (train i-1) and the ideal distance D (v)i,vi-1) The running state of the train is set to 9 types. During actual operation, the speed of the control train can be controlled, for example, by acceleration or deceleration, which is achieved by acceleration, so that the control train enters from one operating state to another, and it is well known to those skilled in the art that acceleration is positive during acceleration and deceleration is negative during deceleration. Wherein in the operation state 5, the distance between the train and the train in the front row is controlled to be the ideal distance D (v)i,vi-1) The two running speeds are the same, namely the two run into a stable running state. If all trains (except for the pilot train) in the train group are in the vicinity of the stable operation state 5, the whole train group can realize efficient and safe operation.
In the running process of the train, due to objective reasons, the speed and the train distance need to be adjusted, so that the train is controlled to be switched in the running state, and the change between the stable running state and the unstable running state is realized. Fig. 2 is a schematic flow chart showing the process of controlling the train to switch between different operation states.
As shown in FIG. 2, in the running state 6, the distance between the train i (control train) and the train i-1 (immediately preceding train) is the ideal distance D (v)i,vi-1) And at this time the speed v of the train iiLess than the speed v of train i-1i-1The speed relationship is such that the distance relationship between the front and rear vehicles is represented by xi＝xi-1-D(vi,vi-1) Becomes xi<xi-1-D(vi,vi-1). At this time, the train i enters the operating state 3, and in the operating state 3, the train i accelerates to vi＝vi-1After that, the air conditioner is started to work,the operating state 2 is entered. In the operating state 2, the train i continues to accelerate and enters the operating state 1. In operating state 1, vi>vi-1When the train i enters the deceleration, finally x is enabledi＝xi-1-D(vi,vi-1)、vi＝vi-1And enters a steady operation state 5. The two front and rear trains keep the ideal distance D (v)i,vi-1) And the speed of the two vehicles is consistent, namely the two vehicles are in a stable, efficient and safe running state.
As shown in FIG. 2, in the operation state 4, the safe distance between the train i (control train) and the train i-1 (immediately preceding train) is the ideal distance D (v)i,vi-1) And at this time the speed v of the train iiGreater than the speed v of train i-1i-1The speed relationship is such that the distance relationship between the two vehicles is represented by xi＝xi-1-D(vi,vi-1) Becomes xi>xi-1-D(vi,vi-1). At this time, the train i enters the operating state 7, and in the operating state 7, the train i decelerates to vi＝vi-1Thereafter, the train enters the run state 8. In the operating state 8, the train i continues to decelerate and enters the operating state 9. In the operating state 9, vi<vi-1When the train i enters acceleration, finally x is causedi＝xi-1-D(vi,vi-1)、vi＝vi-1And enters a steady operation state 5. The front and rear trains keep the ideal distance D (v)i,vi-1) And the relative speeds of the two vehicles are consistent, namely the two vehicles are in a stable, efficient and safe running state.
Under the stable running state, the relative speeds of the front and the rear vehicles are consistent and keep a certain ideal distance, for example, the train is in a stop running state or a high-speed stable running state.
However, a train in a stable operation state needs to break the stable operation state due to some objective reasons, such as departure of the train, arrival stop, or speed limit of a line. Therefore, the train i (control train) enters another unstable operation state from the stable operation state. Is exemplified byWhen the train i is in the stable operation state 5, the train in front is about to arrive at the station, and the train i-1 decelerates at the moment, and the speed v of the train i-1 isi-1Decrease, which results in i speed v of trainiGreater than the speed v of the immediately preceding vehiclei-1At the moment, the train i enters a running state 4 from a running state 5 and further enters a running state 7; when the train is out of the station, the speed v of the train i-1i-1Increase, resulting in i speed v of trainiLess than i-1 speed v of traini-1At this time, the train enters the running state 6 from the running state 5, and further enters the running state 3. Illustratively, when the train runs at a high speed, the track line condition is good, and the train i can increase the speed, and then the train enters the running state 3 from the running state 5; if the line condition is poor, the train i is required to be decelerated and passes through, and then the train enters the running state 7 from the running state 5.
After the train i enters the operating state 3 or the operating state 7, as shown in the above table and fig. 2, the operating state can be changed and the train i can reach a stable operating state by continuing the acceleration and deceleration control mode.
In the 9 operation states listed above, the control force (the resultant force of the driving force, the braking force, the resistance force, and the like) reasonably applied to the control train can accelerate or decelerate the control train, so that the control train can be switched between different operation states, and finally switched to the stable operation state 5, that is, all trains in the train group can track and operate at the same speed and with the proper safety spacing between the trains when operating at high speed, or all trains in the train group can stop.
In order to judge various running states of the train and perform cooperative control so as to realize safe running of the train, the train in front can send information such as position information, speed information, acceleration information and the like to the control train in real time in the running process of the train. Alternatively, the control train may actively detect information such as the position, speed, acceleration, and the like of the train immediately before in real time through the detection device, or acquire information such as the position, speed, acceleration, and the like of the train immediately before through the train control system.
After the train is in a running state, the train i can pass through oneThe fixed acceleration realizes the control mode of acceleration and deceleration of the speed to realize the conversion between different running states. Based on the redundant distance Deltax between the control train and the immediately preceding train when accelerating or deceleratingiAnd relative velocity
Dynamically adjusting the acceleration a of the bodyi。
In the embodiment of the invention, the acceleration difference delta a of the front control train is calculated by the following formulai：
Wherein:
i＝2,3,…,N；
max () represents taking the maximum value between two or more;
Δxi(i>1, control train) is train i and D (v) after train i-1i,vi-1) The distance difference of the positions is the allowable redundant distance between the train i and the train i-1, wherein, delta xi＝xi-(xi-1-D(vi,vi-1) ); maintaining ideal distance D (v) of train in operationi,vi-1) In practice, however, there may be a deviation from the ideal spacing D (v)i,vi-1) Is a redundant distance axiIn other words, Δ xiThe location of train i and D (v) after train i-1i,vi-1) The distance of the location; FIG. 3 shows that the distance between the control train and the train in the immediate front is greater than the ideal distance D (v)i,vi-1) The redundant distance is negative, and the actual distance (x) between the front and rear trains can be seen from the diagrami-1-xi) Is D (v)i,vi-1)-Δxi；
xiFor the position v of the locomotive of the train iiIs the speed, a, of train ii(i>0, non-pilot) is the control acceleration of the train i,
(i>0, non-pilot) is the actual acceleration of train i-1;
aacc_maxas is well known to those skilled in the art, the maximum driving acceleration of a train is a positive number when driving;
abreak_cfor the service braking acceleration of the train, it is well known to those skilled in the art that the braking acceleration is negative when braking;
xmthe distance deviation when the train control force reaches the maximum is between 90m and 120 m.
For the pilot train in the train, the head position, the vehicle speed and the actual vehicle acceleration are x respectively1、v1、
In the embodiment of the invention, for the cooperative control of multiple trains, the information such as the current locomotive position, the speed, the acceleration and the like of the train before the train is considered, so that the train is controlled to efficiently and safely follow the train before the train.
After the acceleration difference between the control trains is obtained through the formula (2), the train i adjusts the acceleration of the train i according to the acceleration of the train i-1, so that the running state of the train is changed, and the control acceleration of the train i is shown in the formula (3). By the acceleration and deceleration adjustment of the embodiment of the invention, the virtual coupling multiple trains are adopted to realize cooperative control, and the stability, comfort and safety of train operation are greatly improved.
Correspondingly to the method, the embodiment of the invention also provides a multi-train cooperative control system adopting virtual coupling. As shown in fig. 4, the control center implements data transmission with each train through the train communication unit, and data transmission between each train can be implemented through the train communication unit. The cooperative control system comprises an information acquisition unit, an acceleration calculation unit and a speed adjustment unit, wherein the information acquisition unit is used for acquiring the acceleration of an immediately preceding train, the speed difference value between the immediately preceding train and a control train and the redundant distance between the immediately preceding train and the control train; the acceleration calculation unit is used for determining the control acceleration of the control train according to the acceleration of the train immediately before, the speed difference value between the train immediately before and the control train and the redundant distance between the train immediately before and the control train; and the speed adjusting unit is used for adjusting the speed of the control train according to the determined control acceleration of the control train. The cooperative control system further comprises a communication unit, and the communication unit is used for realizing data transmission between trains and between the trains and the control center.
In the embodiment of the present invention, the following train is exemplified as the control train to follow the preceding train, but the present invention is not limited to the manner in which the following train follows the immediately preceding train. On the contrary, the preceding train is used as a control train for adjusting the running state of the following train, and the same is applicable to the present invention.
The embodiment of the invention uniformly organizes the adjacent multiple trains with the same running direction on the same line as a whole, the trains are not independent individuals but establish internal association relation, the concept of block subareas is broken, and the train control efficiency is improved; the acceleration of the rear train is determined through the acceleration parameter of the front train, the speed difference parameter of the front train and the rear train and the redundant distance parameter of the front train and the rear train, so that the control of the virtually coupled trains is safer and more reliable, and the tracking distance between two adjacent trains in the multi-train is further reduced; the trains are not physically connected, so that the flexibility is greatly improved.
It should be noted that: the above examples are only for illustrating the technical solutions of the present invention, and are not limited thereto. The two steps before and after do not necessarily mean a sequential execution order as long as the technical problem of the present invention can be solved, and the two steps before and after do not necessarily mean that other steps not listed in the present invention are necessarily excluded. It is to be understood that the terms so used are interchangeable under appropriate circumstances and are merely descriptive of the various embodiments of the application and how objects of the same nature can be distinguished. Similarly, the various elements of the system are not necessarily in direct electrical contact with each other, but rather the description is intended to represent logical relationships.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A multi-train cooperative control method adopting virtual coupling comprises the following steps:
firstly, acquiring the acceleration of an adjacent train of a control train, the speed difference between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train, wherein the redundant distance is the difference between the actual distance and the ideal distance between the adjacent train and the control train;
secondly, determining the acceleration of the control train according to the acceleration of the adjacent train of the control train, the speed difference between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train;
and finally, adjusting the speed of the control train according to the determined acceleration of the control train.
2. The multi-train cooperative control method using virtual coupling according to claim 1, wherein:
determining an acceleration difference value between the adjacent train of the control train and the control train according to the speed difference value between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train;
determining an acceleration of the control train based on the acceleration difference and an acceleration of an adjacent train of the control train.
3. The multi-train cooperative control method using virtual coupling according to claim 1,
determining an acceleration difference value Delta a between the adjacent train of the control train and the control trainiThe method specifically comprises the following steps:
wherein the content of the first and second substances,
i＝1,2,3,…,N；
max () represents taking the maximum value between two or more;
Δxiis a redundant distance between the control train and an adjacent train of the control train;
aacc_maxthe maximum driving acceleration of the train;
abreak_cis the service braking acceleration of the train;
xmthe distance deviation when the train control force reaches the maximum;
determining a control acceleration a of the control trainiThe method specifically comprises the following steps:
4. the multi-train cooperative control method using virtual coupling according to claim 1,
acquiring the distance between the control train and the adjacent train of the control train and the ideal distance between the control train and the adjacent train of the control train;
and determining the redundant distance between the adjacent train of the control train and the control train according to the distance between the adjacent train of the control train and the ideal distance between the adjacent train of the control train and the control train.
5. The multi-train cooperative control method using virtual coupling according to claim 4,
and determining an ideal distance between the adjacent train of the control train and the control train based on the safe distance between the adjacent train of the control train and the control train, the service braking distance of the control train and the emergency braking distance of the adjacent train of the control train.
6. The multi-train cooperative control method using virtual coupling according to claim 5, wherein,
and the service braking distance of the train is controlled, and the service braking distance is obtained by inquiring actual train parameters.
7. The multi-train cooperative control method using virtual coupling according to claim 5, wherein,
and the emergency braking distance of the adjacent train of the control train is obtained by inquiring the actual train parameters.
8. The multi-train cooperative control method using virtual coupling according to claim 5, wherein,
and determining a safe distance based on the brake response time, the signal and information transmission delay and the speed of the adjacent train of the control train and the control train.
9. The multi-train cooperative control method using virtual coupling according to claim 8, wherein,
the safety distance is (brake response time + signal processing and transmission delay) multiplied by the control train speed multiplied by the safety factor.
10. A multi-train cooperative control system employing virtual coupling, the system comprising:
the information acquisition unit is used for acquiring the acceleration between the adjacent train of the control train and the control train, the speed difference between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train, wherein the redundant distance is the difference between the actual distance and the ideal distance between the adjacent train and the control train;
the acceleration calculation unit is used for determining the acceleration of the control train according to the acceleration of the adjacent train of the control train, the speed difference value between the adjacent train of the control train and the redundant distance between the adjacent train of the control train and the control train;
the speed adjusting unit is used for adjusting the speed of the control train according to the determined acceleration of the control train;
the communication unit is used for controlling communication between the trains and the control center;
and the control center is used for monitoring the running state of the train group in real time.
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
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| HUE18920691A HUE059390T2 (en) | 2018-05-31 | 2018-08-13 | Multi-train cooperative controlling method and system using virtual coupling |
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| RS20220517A RS63263B1 (en) | 2018-05-31 | 2018-08-13 | Multi-train cooperative controlling method and system using virtual coupling |
| PCT/CN2018/100192 WO2019227674A1 (en) | 2018-05-31 | 2018-08-13 | Multi-train cooperative controlling method and system using virtual coupling |
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| CN112441086A (en) * | 2019-08-30 | 2021-03-05 | 比亚迪股份有限公司 | Rail vehicle, control method and system thereof, and train control and management system |
| CN110682943B (en) * | 2019-10-12 | 2022-02-01 | 中车工业研究院有限公司 | Train marshalling method and device |
| CN112744257B (en) * | 2019-10-30 | 2022-11-25 | 中车株洲电力机车研究所有限公司 | Unit train control system |
| CN110949410B (en) * | 2019-11-13 | 2020-12-11 | 北京交通大学 | Rail transit train marshalling operation control method and control system |
| CN110789576B (en) * | 2019-11-26 | 2021-09-10 | 交控科技股份有限公司 | Collaborative formation train safety protection scene division method and device |
| CN110803195A (en) * | 2019-11-28 | 2020-02-18 | 通号城市轨道交通技术有限公司 | Switching method and device for virtual coupling mode of train |
| CN111535094A (en) * | 2020-05-13 | 2020-08-14 | 北京交通大学 | Unmanned multifunctional intelligent cooperative grinding vehicle |
| CN111516735B (en) * | 2020-05-14 | 2022-02-08 | 重庆交通大学 | Control system and control method for automatic driving of virtual double-heading small marshalling train |
| CN111776018B (en) | 2020-06-29 | 2022-12-20 | 交控科技股份有限公司 | Train formation tracking control method and device |
| CN111942433B (en) * | 2020-07-29 | 2022-06-07 | 交控科技股份有限公司 | Method, system and device for protecting safety of cooperative formation train |
| CN111923931B (en) * | 2020-10-15 | 2020-12-29 | 北京全路通信信号研究设计院集团有限公司 | Train dynamic grouping and compiling method and system based on ad hoc network |
| CN112224242A (en) * | 2020-10-16 | 2021-01-15 | 中车大连电力牵引研发中心有限公司 | Train based on 5G wireless marshalling, train wireless marshalling method and train wireless decompiling method |
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| CN113022595B (en) * | 2021-04-09 | 2022-12-09 | 中车青岛四方机车车辆股份有限公司 | Train virtual coupling control system and method |
| CN113353122B (en) * | 2021-06-25 | 2022-06-17 | 重庆交通大学 | Control method of virtual coupling high-speed train under brake force failure of tracking train |
| CN113306600B (en) * | 2021-06-25 | 2022-06-17 | 重庆交通大学 | Control method under automatic driving fault of first train of virtual coupled high-speed train |
| CN113415317B (en) * | 2021-07-12 | 2022-06-17 | 重庆交通大学 | Control method of virtual linked high-speed train group |
| CN113911181B (en) * | 2021-08-06 | 2022-11-04 | 同济大学 | Train control system compatible method based on virtual marshalling |
| CN113830141B (en) * | 2021-11-25 | 2022-03-18 | 中国铁道科学研究院集团有限公司通信信号研究所 | High-speed railway dispatching control mutual cooperation method and system |
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| CN114162173B (en) * | 2021-12-03 | 2023-09-26 | 中车唐山机车车辆有限公司 | Method, equipment and storage medium for determining main role of WLTBN (Wireless local area network) |
| CN114162182A (en) * | 2021-12-03 | 2022-03-11 | 中车唐山机车车辆有限公司 | Flexible grouping operation control method, equipment and storage medium |
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