CN109625029B - Train group station entrance and exit control method and system - Google Patents
Train group station entrance and exit control method and system Download PDFInfo
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Abstract
The invention provides a train group station entering and exiting control method and a train group station entering and exiting control system, wherein the method comprises the following steps: setting an inbound or outbound plan for the train group; sending turnout control instructions based on the inbound or outbound plan; judging the type and distance between the trains and the obstacle point in the train group; and determining the target position and the target speed of the train in the train group based on the type and the distance of the obstacle point. The operation organization and control method of the invention realizes the control of the train group and the turnouts passed by the train group, and improves the passing efficiency of the train group.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train group station entrance and exit control method and a train group station entrance and exit control system.
Background
In order to ensure the transportation safety and improve the transportation efficiency, the dispatching and controlling of vehicles to get in and out of the station is an important content of research. At present, unified dispatching command and control of trains entering and leaving a station by a center is the most common solution. Under the structure, the system is generally divided into 4 levels, namely a planning level, a central dispatching level, a station control level and a vehicle-mounted control level. The dispatching command is to treat an entire train as a single individual, for example, to treat an entire train as an individual, and to occupy a train number and a score line when dispatching command. Although widely used, this type of dispatch command is limited to single trains. And the interval control is carried out by a complete access, and the tracking interval for the train to get in and out of the station is overlarge. The fixed block dispatching capacity is usually 10 minutes interval, the quasi-moving block is 3 minutes, the moving block is 1.5 minutes, and the interval time is difficult to be further compressed by the prior art. At present, train dispatching and control are uniformly managed by a center, the system has a complex hierarchical structure, the reliability needs to be improved, and once a central device fails, the influence range is wide.
With the development of train information technology, a train which adopts a virtual coupling mode to realize virtual connection is developed at present, and the train abandons the mode of adopting a car coupler to realize physical connection among trains and replaces the mode that no physical connection exists between front and rear train bodies. The virtual coupling is a new train control technology, and refers to a form that a plurality of rail transit train bodies are virtually coupled together to form a train group through a wireless communication mode without depending on physical connection, and the train groups run cooperatively at the same speed and extremely small intervals. The scheduling command method can be applied to such a train of the virtual coupling method, but the advantage of the virtual coupling cannot be effectively exerted.
Due to the particularity of the medium of rail transit transportation, the train group linearly runs in a queue form in a section. In a station, by means of facilities such as a platform, a turnout and the like, the coupled train group can realize the coupling operation of the incoming decoupling and the outgoing coupling. Generally, the train enters and exits the station mainly by means of the route for protection. When a train leaves a station and occupies a throat turnout, other trains need to wait for the front train to enter the station and leave the station clearly; when the train enters the station and occupies the throat turnout, other trains need to wait for the front train to enter the station and leave the station clearly outside the throat, the efficiency of the train entering and leaving the station is seriously influenced by the control mode, and the efficiency of the train entering and leaving the station can be further reduced if the station yard is complex.
Disclosure of Invention
Aiming at the technical problems in the prior art, the invention provides an efficient operation organization and control method, which realizes the control of the train group and the turnouts passing by the train group and improves the passing efficiency of the train group. Therefore, the invention provides a train group station entering and exiting control method and a train group station entering and exiting control system.
A train consist control method, the method comprising:
setting an inbound or outbound plan for the train group;
sending turnout control instructions based on the inbound or outbound plan;
judging the type and distance between the trains and the obstacle point in the train group;
determining a target position and/or a target speed of a train in the train group based on the type and the distance of the obstacle point.
And further, judging whether the distance between the train and the obstacle point in the train group is smaller than a safe distance or not, setting the target position of the train to be a safe distance away from the obstacle point when the distance is not smaller than the safe distance, and/or setting the target speed of the train to be the ratio of the length of the current section to the planned travel time of the current section.
Further, whether the distance between the train and the obstacle point in the train group is smaller than the safe distance or not is judged, and when the distance is smaller than the safe distance, whether the nearest obstacle point on the train path is a turnout or a train is judged.
Further, when the distance from the train to the obstacle point in the train group is smaller than the safety distance and the nearest obstacle point on the train route is another train, the target position is set to a certain tracking distance from the end of the train as the obstacle point and/or the target speed is defined to be the same as the train speed as the obstacle point.
Further, when the distance from the train to the obstacle point in the train group is less than the safe distance and the nearest obstacle point on the train route is a switch, the target position is set to a certain distance from the switch as the obstacle point and/or the target speed is set to 0.
Further, after the target position and the target speed of the train in the train group are determined, the acceleration of the train in the train group is determined according to the difference value between the current speed and the target speed and the difference value between the current position and the target position.
Further, the specific manner of determining the acceleration is as follows:
wherein:
i-represents a train number;
aicontrol acceleration of train iUnit m/s2；
max () -denotes taking the maximum value between two or more;
min () -meaning taking the minimum value between two or more;
xi-the actual position of train i in units m;
vi-the actual speed of train i in m/s;
xo,i-the dynamic target position of train i, in units m;
vo,i-the dynamic target speed of train i in m/s;
aacc_max-maximum driving acceleration of the train in m/s2；
abreak_c-service braking acceleration of the train in m/s2；
A train consist control system, the system comprising:
the planning and setting unit is used for setting an inbound or outbound plan for the train group;
the turnout control unit is used for sending turnout control instructions based on the inbound or outbound plan;
the distance judging unit is used for judging the type and the distance between the trains and the obstacle point in the train group;
a setting unit that determines a target position and a target speed of a train in the train group based on the distance judged by the distance judging unit;
and the acceleration determining unit is used for determining the acceleration of the trains in the train group according to the target position and the target speed set by the setting unit, the difference value between the current speed and the target speed and the difference value between the current position and the target position.
Further, the air conditioner is provided with a fan,
the distance judging unit is further used for judging whether the distance between the train and the obstacle point in the train group is smaller than the safe distance or not and sending the judgment result to the setting unit;
and the setting unit is also used for setting the target position of the train to be a safe distance away from the obstacle point and/or setting the target speed of the train to be the ratio of the length of the current section to the planned travel time of the current section when the distance judging unit judges that the distance is not less than the safe distance.
Further, the distance determination unit is further configured to determine whether a closest obstacle point on the train route is a switch or a train when determining that the distance between the train and the obstacle point in the train group is smaller than the safe distance, and send the determination result to the setting unit.
Further, the setting unit is further configured to set the target position at a tracking distance from a rear of the train as the obstacle point and/or to limit the target speed to be the same as the speed of the train as the obstacle point when the closest obstacle point on the train path is another train.
Further, the setting unit is further configured to set the target position to be at a safe distance from the closest switch point and/or to limit the target speed to 0 when the closest obstacle point on the train path is the switch point.
According to the efficient train group in-and-out operation organization and control method and system, operation can be started by a rear train after the operation of a front train is finished, and the operation of the train in and out can be carried out at a shorter interval time by keeping a certain safe interval between two trains; particularly, when the paths of the front and the rear trains pass through the same turnout, the turnout can be continuously locked by multiple trains which pass through continuously, the multiple locking and unlocking processes of the turnout are cancelled, and the train entering and exiting operation efficiency is further improved. 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 shows a schematic diagram of the multi-agent architecture train cluster inbound and outbound control flow.
Detailed Description
The invention provides a train group in-out operation control method for realizing control of train in-out. Based on the method, the invention designs the efficient train group in-and-out operation control method according to the multi-agent control theory. In the method for controlling the efficient train group station entering and exiting operation, a control object, namely a train, is regarded as an intelligent agent with motion attributes.
The train entering and train exiting operation control methods are the same, so that the train entering and/or train exiting are represented by the 'entering and exiting', not only by the train entering and the train exiting.
Intelligent train body in-out operationIn the former case, the scheduling device, such as the in-out scheduling organization server, performs decision planning on the space-time planning path of each train according to the above-mentioned train group efficient in-out operation organization method, and informs the decision planning result to the train agent. And the train intelligent agent requests the turnout to lock the vehicle in advance in the running process according to the received decision plan, and detects whether the turnout state is successfully locked in the running process. If the distance between the train and the nearest switch in front and not successfully locked by the train or the distance between the train and the train is more than the safe distance, the target speed of train control is the length of the current section divided by the planned travel time of the current section (calculated by the train group efficient in-and-out operation organizing method described above, and the time when the train i enters the section s is set as ti,sThe time of entering the subsequent section r is ti,rThen the planned journey time of the train i in the section s is ti,r-ti,s) Otherwise, the train uses the front turnout (rear safe stopping point) position as a static tracking point for operation control, or uses the rear tracking distance of the front train as a dynamic tracking point, and performs train operation control to ensure the safe operation of the train, and the specific control flow is as shown in fig. 1:
the first step is as follows: each train Agent in the train group sends out a train in-and-out request to an in-and-out dispatching organization server;
the second step is that: the station-entering and station-exiting scheduling organization server plans a space-time path for the train group;
the third step: the train Agent sends a turnout locking request to a turnout according to the space-time path planning;
the fourth step: the turnout monitors the locking state;
the fifth step: the train Agent judges whether the distance between the train and the obstacle point is smaller than the safe distance, and if so, the sixth step is executed;
and a sixth step: judging whether a barrier point on a train path is a turnout or a train, if the barrier point is the train, limiting the target position of the train at a tracking distance (for example, at a tracking distance 0.5-1.5 times the train length from the tail of the nearest train) with a certain distance from the tail of the nearest train (namely, the train serving as the barrier point), and limiting the target speed of the train to be the same as the speed of the nearest train (namely, the train serving as the barrier point); if the obstacle point is a turnout, namely the turnout is not successfully locked and becomes the obstacle point, limiting the target position of the train to the position of the nearest unlocked turnout (namely the turnout serving as the obstacle point), and limiting the target speed of the train to 0;
the seventh step: updating train Agent control inputs (e.g., control acceleration);
eighth step: the train continues to run;
the ninth step: and judging whether the operation is finished or not, if so, finishing the operation, and if not, turning to the second step.
In the fifth step, if the train is not less than the safe distance from the obstacle point, the target position of the train is defined at the safe distance from the obstacle point, the target speed of the train is set to the current zone length divided by the planned travel time of the current zone (i.e., the target speed of the train is equal to the current zone length/the planned travel time of the current zone), and then the eighth step is continuously performed.
In the invention, in the running process of the train, after the target position and the target speed are set for the train, the train is used as a control target of the multi-agent, and the target position and the target speed can be changed along with the running state of the train. Because there are points and other trains that are not successfully locked in front of the train operation, the closest point in front of the train operation, which is not successfully locked, can be regarded as a barrier point of the train operation. When the distance between the train and the front obstacle point is greater than the safe distance, the dynamic target position of the train is the safe distance behind the front obstacle point, and the dynamic target speed is the length of the current interval divided by the planned travel time of the current section; when the distance between the train and the front obstacle point is less than the safe distance, if the front obstacle point is a turnout, the dynamic target position of the train is the front turnout (rear safe stop point) position, the dynamic target speed is 0, if the front obstacle point is another train, the dynamic target position of the train is the rear tracking distance position of the front train (namely the train serving as the obstacle point), and the dynamic target speed is the speed of the front train (namely the train serving as the obstacle point).
In the present invention, the final control of the train in-and-out target speed is realized by controlling the acceleration (it should be noted that the acceleration in the present invention also includes deceleration, that is, the acceleration for realizing acceleration and the acceleration for realizing deceleration) of the train in-and-out of the train group, and the acceleration control mode is as follows:
in the above multi-agent control equation for train entering and exiting operation, the physical meanings of the symbols are as follows:
i-represents a train number;
ai-control acceleration of train i in units of m/s2(m/s)2)；
max () -denotes taking the maximum value between two or more;
min () -meaning taking the minimum value between two or more;
xi-the actual position of train i in m (meters);
vi-the actual speed of train i in m/s (meters/second);
xo,i-the dynamic target position of train i, in units m;
vo,i-the dynamic target speed of train i in m/s;
aacc_max-maximum driving acceleration of the train in m/s2；
abreak_c-service braking acceleration of the train in m/s2；
In the running process of the train, under different running states and environments of the train, the acceleration of the train is calculated according to the multi-agent control model, so that the speed and the position of the train are continuously updated, on one hand, the running safety of the train group in the in-out operation process is ensured, and on the other hand, the train group can efficiently and smoothly complete the in-out operation.
Adaptively, in the control of the train group, the control can be realized by using corresponding hardware units and modules. Illustratively, the plan setting unit, the control unit, the distance determination unit, the setting unit, the acceleration determination unit, and the like realize control of the train group. And the plan setting unit is used for setting an inbound or outbound plan for the train group and sending the set inbound or outbound plan to the control unit. And after receiving the inbound or outbound plan, the control unit sends a control instruction to the turnout on the train route. And judging the distance between the train and the obstacle point in the train group through the distance judging unit, and sending the judged distance result to the setting unit. The setting unit determines a target position and a target speed of a train in the train group based on the distance judged by the distance judgment unit. And the acceleration determining unit is used for determining the acceleration of the trains in the train group according to the target position and the target speed set by the setting unit, the difference value between the current speed and the target speed and the difference value between the current position and the target position.
Further, the distance judging unit also judges whether the distance between the train and the obstacle point in the train group is less than a safe distance, and sends a judgment result to the setting unit; and when the distance judging unit judges that the distance is not less than the safe distance, the setting unit sets the target position of the train to be a safe distance away from the obstacle point and/or is used for setting the target speed of the train to be the ratio of the current section to the planned travel time of the current section.
Further, when the distance between the train and the obstacle point in the train group is judged to be smaller than the safe distance, the judging unit also judges whether the nearest obstacle point on the train path is a turnout or a train, and sends the judgment result to the setting unit. When the closest obstacle point on the train path is another train, the setting unit sets the target position at a tracking distance at a distance from the end of the closest train (i.e., the train as the obstacle point) and/or defines the target speed to be the same as the speed of the closest train (i.e., the train as the obstacle point). If the closest obstacle point on the train path is a switch, the setting unit may set the target position to a safe distance at a certain distance from the closest switch (i.e., the switch as the obstacle point), and/or may set the target speed to 0.
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 (12)
1. A train consist control method, the method comprising:
setting an inbound or outbound plan for the train group, performing decision-making planning on a space-time planning path of each train, and informing the decision-making planning result to the trains;
the train adopts a virtual coupling mode to realize virtual connection;
sending turnout control instructions based on the inbound or outbound plan; detecting whether the turnout state is successfully locked or not in the running process of the train;
judging the type and the distance between the trains and the obstacle point in the train group comprises the following steps: judging whether the obstacle point on the train path is a turnout or a train;
and determining the target position and the target speed of the train in the train group based on the type and the distance of the obstacle point.
2. The train group control method according to claim 1,
and judging whether the distance between the train and the obstacle point in the train group is smaller than a safe distance or not, setting the target position of the train to be the safe distance from the obstacle point when the distance is not smaller than the safe distance, and/or setting the target speed of the train to be the ratio of the length of the current section to the planned travel time of the current section.
3. The train group control method according to claim 2,
and judging whether the distance between the train and the obstacle point in the train group is less than the safe distance or not, and judging whether the nearest obstacle point on the train path is a turnout or a train when the distance is less than the safe distance.
4. The train group control method according to claim 3,
when the distance between the train and the obstacle point in the train group is smaller than the safe distance and the nearest obstacle point on the train path is other trains, the target position is set to be at a certain tracking distance from the tail of the train as the obstacle point and/or the target speed is limited to be the same as the speed of the train as the obstacle point.
5. The train group control method according to claim 3,
when the distance from the train to the obstacle point in the train group is less than the safe distance and the nearest obstacle point on the train route is a switch, the target position is set to a certain distance from the switch as the obstacle point and/or the target speed is set to 0.
6. The train group control method according to claim 4 or 5,
after the target position and the target speed of the train in the train group are determined, the acceleration of the train in the train group is determined according to the difference value between the current speed and the target speed and the difference value between the current position and the target position.
7. The train group control method according to claim 6,
the specific way to determine the acceleration is as follows:
wherein:
i-represents a train number;
ai-control acceleration of train i in units of m/s2；
max () -denotes taking the maximum value between two or more;
min () -meaning taking the minimum value between two or more;
xi-the actual position of train i in units m;
vi-the actual speed of train i in m/s;
xo,i-the dynamic target position of train i, in units m;
vo,i-the dynamic target speed of train i in m/s;
aacc_max-maximum driving acceleration of the train in m/s2；
abreak_c-service braking acceleration of the train in m/s2；
8. A train consist control system, the system comprising:
the planning and setting unit is used for setting an inbound or outbound plan for the train group, performing decision-making planning on a space-time planning path of each train and informing the decision-making planning result to the train;
the train adopts a virtual coupling mode to realize virtual connection;
the turnout control unit is used for sending turnout control instructions based on the inbound or outbound plan;
the distance judging unit is used for judging the type and the distance between the trains and the obstacle point in the train group and comprises: judging whether the obstacle point on the train path is a turnout or a train;
the distance judging unit is also used for detecting whether the turnout state is successfully locked or not in the running process of the train;
a setting unit that determines a target position and a target speed of a train in the train group based on the distance judged by the distance judging unit;
and the acceleration determining unit is used for determining the acceleration of the trains in the train group according to the target position and the target speed set by the setting unit, the difference value between the current speed and the target speed and the difference value between the current position and the target position.
9. The train group control system of claim 8 wherein,
the distance judging unit is further used for judging whether the distance between the train and the obstacle point in the train group is smaller than the safe distance or not and sending the judgment result to the setting unit;
and the setting unit is also used for setting the target position of the train to be a safe distance away from the obstacle point and/or setting the target speed of the train to be the ratio of the length of the current section to the planned travel time of the current section when the distance judging unit judges that the distance is not less than the safe distance.
10. The train group control system of claim 8 or 9,
the distance judging unit is further configured to judge whether a closest obstacle point on the train route is a turnout or a train when judging that the distance between the train and the obstacle point in the train group is smaller than the safety distance, and send a judgment result to the setting unit.
11. The train group control system of claim 8 wherein,
the setting unit is further configured to set the target position at a tracking distance from a rear of the train as the obstacle point by a certain distance and/or to limit the target speed to be the same as the speed of the train as the obstacle point when the closest obstacle point on the train path is another train.
12. The train group control system of claim 8 wherein,
the setting unit is further configured to set the target position to a safe distance from the closest switch point and/or to limit the target speed to 0 when the closest obstacle point on the train path is the switch point.
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| PCT/CN2019/105216 WO2020082925A1 (en) | 2018-10-26 | 2019-09-10 | Method and system for controling train group entering/exiting station |
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| CN112758134B (en) * | 2020-12-30 | 2022-04-15 | 北京交通大学 | Control method and system for rapid vehicle section departure based on digital twinning |
| CN112977555B (en) * | 2021-04-27 | 2021-08-10 | 北京全路通信信号研究设计院集团有限公司 | Ad-hoc network-based train group high-efficiency dispatching system and method |
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