CN111376950B

CN111376950B - Train group control method and train control system based on bionic goose group

Info

Publication number: CN111376950B
Application number: CN201811610096.8A
Authority: CN
Inventors: 马朋云; 王伟
Original assignee: Traffic Control Technology TCT Co Ltd
Current assignee: Traffic Control Technology TCT Co Ltd
Priority date: 2018-12-27
Filing date: 2018-12-27
Publication date: 2022-02-15
Anticipated expiration: 2038-12-27
Also published as: CN111376950A

Abstract

The embodiment of the invention discloses a train group control method and a train control system based on a bionic goose group. For the peak road section, the number of trains running in the peak road section can be increased in a formation running mode, the train interval is shortened, and the transport capacity is improved; because only the master control train is communicated with the trackside equipment in the same formation, the cross-line running of the trains can be realized through the formation, and the limitation of the line to the number of the trains can be broken through the formation; the fault train can be driven in a formation mode without manual migration or road section blocking. The flexible control of the train is realized through formation operation, and the problems of passenger flow congestion, fault car migration, cross-line operation and the like in the line are solved more efficiently.

Description

Train group control method and train control system based on bionic goose group

Technical Field

The embodiment of the invention relates to the technical field of train operation control, in particular to a train group control method and a train control system based on bionic goose groups.

Background

Along with the high-speed development of urban rail transit, a train control system VBTC based on vehicle-to-vehicle communication comes up to the future, compared with the traditional CBTC train control system, the VBTC does not need to transmit train information through trackside equipment, the vehicle information is directly sent to front and rear vehicles through wireless communication equipment, the functions of tracking and running the front vehicle and the like are achieved through direct interaction of information between the vehicles, and the disadvantages that large-capacity communication time consumption of the vehicle and the ground in the CBTC train control system is long and trackside equipment is various are effectively improved.

However, the VBTC train control system based on vehicle-to-vehicle communication is similar to the conventional CBTC train control system, a train control center ITS dispatches and commands when a train operates, and the inter-train tracking distance is determined according to a planned operation diagram formulated by the ITS. Meanwhile, urban rail transit lines are numerous, signal equipment systems of all lines are different, compatibility among equipment is poor, cross-line operation conditions are not met, passengers are required to transfer, and long-distance conversion is required at different platforms. When a faulty vehicle occurs on the operation line, the vehicle is pulled out in a manner of blocking between stations and degrading the train.

Specifically, the existing driving control method has the following defects: (1) from the efficiency, the CBTC train strictly operates according to a planned operation diagram, the train operation interval, the tracking distance, the train quantity, the train length and the like are fixed, the whole operation condition cannot be flexibly adjusted according to the passenger flow and the passenger customization demand, the relation among the trains is independent, the operation diagram adjusting procedure is tedious, more waiting time is needed for passengers, particularly in the tide passenger flow period, the train capacity efficiency is low, the passengers are detained at the congested platform for a long time, and the travel time is greatly prolonged. (2) In other words, the rail transit cross lines cannot realize cross-line operation due to different signal equipment systems, and cannot effectively relieve the current situation of convenient transfer and travel of rail transit, particularly the transfer of trains on different lines, and the passengers need to have a large-distance transfer on each platform, so that the travel time of the passengers is consumed. (3) In terms of fault processing, when a fault vehicle appears on a line, inter-station blocking, manual route handling, manual driving mode pulling and other train degradation processing are adopted, and the phenomenon of passenger flow congestion is easily caused on a normal operation line, particularly in the early and late rush hours. (4) From the communication resource, the train and the trackside equipment are independent in communication, line information between the trains cannot be shared, and meanwhile, the maximum number of on-line trains is limited by train-ground communication capacity.

In practical application, the inventor finds that the existing train operation control method cannot realize timely adjustment of an operation plan so as to improve the transport capacity, and cannot realize cross-line operation and timely treatment of a fault train.

Disclosure of Invention

The invention aims to solve the problems that the existing train operation control method cannot realize timely adjustment of an operation plan to improve the capacity, cannot realize cross-line operation and timely treatment of a fault train.

In view of the above technical problems, an embodiment of the present invention provides a train group control method based on a bionic goose group, including:

after a first train running in a line receives an application sent by a second train and first request information for formation running of the first train, judging whether the second train meets formation conditions for forming a target formation running with the first train according to the first request information and the formation state of the first train;

if the second train meets the formation condition, the first train sends formation information of the target formation to a train control center ITS, an object controller OC and a train management center TCC, and sends enqueue prompt information allowing the formation of the target formation to run to the second train;

after receiving the enqueue prompting message, the second train is communicated with the ITS, the OC and the TCC, joins the formation of the first train to form the target formation, and tracks the operation of a pre-formation train which is arranged in front of the second train and adjacent to the second train in the target formation through train-to-train communication;

the first train is a master control train of the target formation; the formation state comprises the length of a formation train of a formation taking the first train as a master control train at present; the formation condition comprises the position relation of the first train and the second train, the running path, the speed and the direction of the second train; the formation information of the target formation comprises the position and the sequence of the second train in the target formation, the formation train length of the target formation, the speed of the second train and the train number of the second train.

The embodiment of the invention provides a train control system, which controls the train to run by any one of the train group control methods based on the bionic goose group.

The embodiment of the invention provides a train group control method and a train control system based on a bionic goose group. For the peak road section, the number of trains running in the peak road section can be increased in a formation running mode, the train interval is shortened, and the transport capacity is improved; because only the master control train in the same formation is communicated with the trackside equipment, and other trains do not need to be communicated with the trackside equipment, the cross-line running of the trains can be realized through the formation, and the limitation of the line to the number of the trains can be broken through by the formation; the fault train can be driven in a formation mode without manual migration or road section blocking. The flexible control of the train is realized through formation operation, so that the problems of passenger flow congestion, fault car migration, cross-line operation and the like in a line are solved more efficiently.

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 structural diagram of a train control system for supporting a bionic goose group-based train group control method according to an embodiment of the present invention;

fig. 2 is a schematic flow chart of a train group control method based on bionic goose groups according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a train formation process provided by another embodiment of the present invention;

fig. 4 is a sequence diagram of train enqueuing provided by another embodiment of the present invention;

FIG. 5 is a schematic illustration of a codec flow provided by another embodiment of the present invention;

FIG. 6 is a sequence diagram of a train dequeue provided by another embodiment of the present invention;

fig. 7 is a schematic diagram comparing tracking distances of a CBTC system and a bionic goose group train group control system according to another embodiment of the present invention;

FIG. 8 is a schematic diagram of the morning and evening peak provided by another embodiment of the present invention;

FIG. 9 is a data flow diagram of train enqueuing and dequeuing provided by another embodiment of the present invention;

fig. 10 is a schematic diagram of peak mitigation operations for train consist operations provided by another embodiment of the present invention;

FIG. 11 is a schematic illustration of an individual train tracking interval provided by another embodiment of the present invention;

FIG. 12 is a schematic diagram of a enqueue train tracking interval provided by another embodiment of the present invention;

FIG. 13 is a schematic illustration of a downstream formation return to support upstream high density departure provided by another embodiment of the present invention;

FIG. 14 is a cross-line operational enqueueing data flow diagram provided by another embodiment of the present invention;

FIG. 15 is a schematic illustration of the operation of a train over-the-wire provided by another embodiment of the present invention;

FIG. 16 is a flow diagram of failed vehicle in-and-out data provided by another embodiment of the present invention;

FIG. 17 is a schematic illustration of a faulty fleet pull provided by another embodiment of the present invention;

FIG. 18 is a schematic illustration of a train formation run provided by another embodiment of the present invention;

fig. 19 is a schematic diagram of the control of the train operation interval of the original Y-shaped line according to another embodiment of the present invention;

fig. 20 is a schematic diagram of the control of the train operation interval of the Y-shaped line after formation according to another 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, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. 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.

Different from the traditional train operation control method, the method provided by the invention mainly uses the principle of mutual assistance, synchronous flight, resource sharing and free entering and leaving behavior control when the wild goose group formation flies, and adds the multi-train formation cooperative operation function on the basis of a VBTC train control system based on train-vehicle communication.

Fig. 1 is a schematic structural diagram of a train control system for supporting a bionic goose group-based train group control method according to an embodiment of the present invention, and referring to fig. 1, the system is based on a train-to-train communication system, and functions of implementing formation, automatic in-line/out-of-line control, automatic following, and the like are added to the train-to-train communication system, so as to implement applications of line close-range tracking operation, cross-line operation, automatic traction of a faulty train, and the like. The system comprises a vehicle-mounted control system, a trackside object controller, a wireless communication system, an automatic train supervision center, a train management center and the like.

In the train control system as shown in fig. 1, an on-line train can operate independently as one control subject and can also operate in cooperation with an adjacent train through high real-time communication formation. After the train formation succeeds, the master control trains in the formation are communicated with the trackside equipment, front trackside line resource information is calculated, applied and the like, other trains in the formation share the front line resource information of the master control trains, the speed and the distance of the master control trains in the formation and front trains in the formation are referred to for running, the communication with the trackside equipment is not needed, and the train formation and the trackside equipment are synchronously run as a whole. The method can realize train operation control by using a train-vehicle communication mode at a long distance, and adopts formation following cooperative driving at a short distance.

A method of controlling a train group based on the train control system shown in fig. 1 is described below: fig. 2 is a schematic flow chart of the train group control method based on the bionic goose group provided in this embodiment, referring to fig. 2, the method includes:

201: after a first train running in a line receives an application sent by a second train and first request information for formation running of the first train, judging whether the second train meets formation conditions for forming a target formation running with the first train according to the first request information and the formation state of the first train;

202: if the second train meets the formation condition, the first train sends formation information of the target formation to a train control center ITS, an object controller OC and a train management center TCC, and sends enqueue prompt information allowing the formation of the target formation to run to the second train;

203: after receiving the enqueue prompting message, the second train is communicated with the ITS, the OC and the TCC, joins the formation of the first train to form the target formation, and tracks the operation of a pre-formation train which is arranged in front of the second train and adjacent to the second train in the target formation through train-to-train communication;

In the method provided by this embodiment, each train in the route has a formation function, and each train can be used as a master train for formation and also can be used as a controlled train in the formation. The first train can only respond to the first request information sent by the second train when the first train needs to be a master control train of a certain formation or the formation is not carried out currently. The target formation comprises at least two trains, the trains in the target formation are regarded as a whole, only the master control train of the target formation is communicated with the ITS, the OC and the TCC, the running speed of the trains is calculated, and other trains in the target formation only need to keep a safe distance with the front train and run along with the front train. And tracking the operation of the train before formation after the second train joins the target formation. A pre-formation vehicle refers to a vehicle that is ahead of and adjacent to a second train within the target formation. The pre-formation train may be the first train, for example, the second train tracks the first train when there are only two trains in the target formation, or the second train tracks the first train when there are more than two trains in the target formation but the second train immediately follows the first train. The pre-formation train may not be the first train, for example, when the number of trains in the target formation is more than two and there are other trains between the first train and the second train, the second train tracks the train running ahead of and adjacent to it by train-to-train communication.

The trains run after formation, the distance between the trains in the formation is a safe distance, and compared with the traditional control method for the independent running of the trains, the distance between the trains is shortened and the number of the trains in the line is increased in the train formation running, so that the problem of line congestion can be solved and the capacity can be improved in the train formation running method. On the other hand, the trains in the formation only need to be communicated with the ITS, the OC and the TCC, so that the trains which are not in the line can be driven to run in the line through the master control train, and the cross-line running of the trains is realized.

The embodiment provides a train group control method based on bionic goose groups, wherein after a first train in a line receives first request information of a second train requesting formation operation, if the second train is judged to accord with formation conditions, the first train and the second train form a target formation, and the target formation operates in the line as a whole. For the peak road section, the number of trains running in the peak road section can be increased in a formation running mode, the train interval is shortened, and the transport capacity is improved; because only the master control train in the same formation is communicated with the trackside equipment, and other trains do not need to be communicated with the trackside equipment, the cross-line running of the trains can be realized through the formation, and the limitation of the line to the number of the trains can be broken through by the formation; the fault train can be driven in a formation mode without manual migration or road section blocking. The flexible control of the train is realized through formation operation, so that the problems of passenger flow congestion, fault car migration, cross-line operation and the like in a line are solved more efficiently.

Further, on the basis of the above embodiment, after a first train running in the route receives a first request message sent by a second train for formation running with the first train, before determining whether the second train meets formation conditions for formation running with a target first train group according to the first request message and a formation state of the first train, the method further includes:

when the second train receives a formation command sent by the ITS or runs to a road section needing formation running, the second train acquires a front train which has a public route with the running route of the second train and is not a controlled train in the formation, and the front train serves as the first train and sends the first request information to the first train.

Further, when the second train sends the first request message to the first train, the current position, running path, speed and direction of the second train are reported to the first train.

And when the second train sends the first request information, the position, the running path, the speed and the direction of the second train are reported at the same time, so that the first train can conveniently judge whether the second train meets the formation condition according to the information reported by the second train.

For the formation occasion of formation operation, usually, when the second train receives the formation command of the ITS or operates to a road section requiring formation, for example, a branch road is converged to a junction point of a main road, the second train acquires the first train as a master control train in the formation, and applies for formation to the first train.

The embodiment provides a train group control method based on bionic goose groups, which is used for actively acquiring a first train serving as a formation master control train when the train runs to a road section needing formation running or receives an ITS formation command, requesting formation and ensuring timely formation of formation.

Fig. 3 is a schematic diagram of a train formation process provided in this embodiment, referring to fig. 3, before formation, 1 train and 2 trains operate independently and interact with trackside equipment in the operation process, after formation is realized by the above method, 1 train and 2 trains operate as a whole, only the master control train 1 in the formation communicates with trackside equipment, and other trains in the formation operate following the previous train.

Further, on the basis of the foregoing embodiments, the determining, according to the first request information and the formation state of the first train, whether the second train meets a formation condition for forming a target formation operation with the first train group includes:

acquiring the position, the running path and the direction of the second train according to the first request information, if the first train is judged to be a front train of the second train on the running path of the second train, the running direction of the second train is consistent with that of the first train, the second train runs to the starting point of a second public path with the running path of the second train and the running path of the first train overlapped, and the formation train length of the formation of the first train as a master control train allows a new train to be added, judging that the second train meets the formation condition, otherwise, judging that the second train does not meet the formation condition;

and if the second train does not meet the formation condition, sending rejection information for rejecting the formation operation of the target formation formed by the second train and the first train due to the fact that the second train does not meet the formation condition to the second train.

When the first train determines whether the second train meets the formation condition, it is required that the first train is a preceding train of the second train (i.e., the two trains need to meet a front-rear train link relationship), the directions of the first train and the second train are the same, the first train is about to enter a public road, and the current formation train length of the first train allows a new train to be added, for example, a specified formation distance (i.e., the formation train length) does not exceed a system configuration distance (e.g., the system configuration distance is 1000 m). When these conditions are satisfied, a enqueue cue message is sent to the second train.

The embodiment provides a train group control method based on bionic goose groups, and a first train judges whether a second train meets a formation condition or not through a formation state, a running path, a direction and a position of the second train, so that potential safety hazards caused by forced formation due to the fact that the formation condition is not met are avoided.

Further, on the basis of the foregoing embodiments, if the second train meets the formation condition, the sending, by the first train, formation information of the target formation to a train control center ITS, an object controller OC, and a train management center TCC, and sending, to the second train, enqueue guidance information that allows the formation of the target formation to be performed includes:

if the second train meets the formation condition, the first train respectively sends formation information of the target formation to ITS, OC and TCC, respectively sends second request information for applying to hide train information of the second train to ITS, OC and TCC, and sends enqueue prompting information allowing the formation of the target formation to run to the second train;

after the ITS, the OC and the TCC receive the formation information of the target formation and the second request information, updating the recorded formation information of the train, and hiding the train information of the second train according to the second request information;

the train information includes the train number and the running speed of the train.

After the second train is judged to meet the formation condition, not only the enqueue prompt information needs to be sent to the second train, but also the formation information needs to be reported to ITS, OC and TCC and the information hiding of the trains in the formation is applied. As the trains in the formation track the running of the front trains, and the running speeds of the trains in the whole formation are the same, the formation is taken as a whole, and the ITS, OC and TCC are applied to hide the information of the trains in the formation, so that the redundant display of the information is avoided.

Fig. 4 is a sequence diagram of train entering provided in this embodiment, and referring to fig. 4, after receiving a formation command sent by the ITS, a to-be-entered train determines whether a preceding train exists according to a formation condition, and if the preceding train exists and the formation condition is satisfied, sends an entering request to the preceding train (the head train in the train). The method comprises the steps of obtaining a running path of a front train as an incoming train through a train-to-train communication mode. When the overlapped running path exists between the front vehicle and the formation master control train, sending a formation application to the front vehicle where the front vehicle is located or the front vehicle which is not formed, reporting the speed of the front vehicle, the running path, the occupation of trackside resources and other information, and inquiring the permission of waiting for the formation master control train or the front vehicle to enter. Before successful enqueuing, the communication with ITS, OC and TCC is still carried out until admission permission is received.

The head train of the queue selects to accept or reject the request for enqueuing by judging the information of the path, the current position, the speed, the direction and the like of the train to be enqueued, and simultaneously reports the formation condition of the train to ITS, OC and TCC (wherein the formation condition comprises the train number of the train to be enqueued, the member sequence of the train to be enqueued, the member position of the train to be enqueued, the member speed of the train to be enqueued, the length of the train to be enqueued and the like), and applies the information hiding of the train to the equipment. As shown in fig. 4, the head-of-queue car reports formation information to ITS, OC and TCC and applies for information hiding through the third to the third, and completes formation through sending a queuing prompt message to the car to be queued. After formation is completed, vehicles waiting to enter the queue can inquire whether the vehicles enter the queue successfully in the head vehicles of the queue through ninthly and the farers. It is understood that the enqueue train can join the enqueue from the tail end of the enqueue or join the enqueue from a position in the middle of the enqueue, and the embodiment is not limited in particular.

The embodiment provides a train group control method based on bionic goose groups, which hides information of trains in a formation except a master control train, because the trains in the formation run along with a front train, the hiding of the train information does not influence the learning of the running condition of the trains in the formation, and the hiding of the train information in the formation avoids redundant display caused by too much information.

Referring to fig. 4, the process of forming the 2-car and 1-car formation in fig. 3 includes: (1) the vehicle 2 applies for the preceding vehicle 1 to enter by judging the running path of the vehicle 1; (2) the vehicle 1 responds to the queuing application of the vehicle 2, and judges the queuing conditions of the vehicle 2, such as the direction and the path of the vehicle 2; (3)1, reporting formation information to ITS, OC and TMC by the vehicle 1 and requesting to hide the information of the vehicle 2; (4) the vehicle 1 sends the queue admission information to the vehicle 2; (5) and 2, the vehicles disconnect communication with the ITS, the OC and the TMC, and the operation of the 1 vehicle is tracked.

The above process of forming the target formation for the second train joining formation, and the train in the target formation can also be dequeued from the target formation, and the process of dequeuing the train from the formation is described below.

Further, on the basis of the above embodiments, the method further includes:

for any third train in the target formation, acquiring a front train running path of a formation front train of the third train, judging whether the third train runs to the end point of a second public path overlapped by the running path of the third train and the front train running path or receives a dequeue command sent by an ITS, if so, sending a third request message for applying to be de-compiled from the target formation to the first train,

after receiving the third request message, the first train reports de-compilation information to ITS, OC and TCC, and sends dequeue prompt information to the third train and the train behind the third train in the target formation;

the trains which receive the dequeue prompt information are regrouped according to the running paths of the trains, and the regrouping information of the regrouping is sent to ITS, OC and TCC and runs in the reformed formation;

the de-compiling information comprises the third train and the position of the train behind the third train in the target formation, the formation train length of the target formation after de-compiling and the train number of the third train.

The formation lead car of the third train refers to a lead car adjacent to the third train in the target formation. The trains in the target formation can carry out train-to-train communication, and in the process that the target formation operates as a whole, the trains in the formation need to judge whether to dequeue according to the running path of the front train. And when the third train judges that the train runs to the end point of the public path with the front train, the train needs to be dequeued, and third request information is sent to the first train of the master control train of the target formation.

Fig. 5 is a schematic diagram of the compilation resolving process provided by the present embodiment, referring to fig. 5, before compilation resolving, a train 1 and a train 2 operate as a whole, only the master train 1 in the formation communicates with the trackside equipment, and other trains in the formation operate following the front train. After the compiling is carried out, the vehicle 1 and the vehicle 2 independently run and interact with trackside equipment in the running process.

The embodiment provides a train group control method based on bionic goose groups, and when the running paths of the front train and the third train are not overlapped any more, the third train in the target formation is enabled to be discharged to run independently or to be formed into a group again to run through de-compilation, so that each train can be guaranteed to run according to the respective running path.

Further, on the basis of the foregoing embodiments, after receiving the third request message, the first train reports de-compilation information to ITS, OC, and TCC, and sends dequeue prompt information to the third train and a train behind the third train in the target formation, including:

after receiving the third request message, the first train reports de-compilation information to ITS, OC and TCC, respectively sends fourth request messages for redisplaying train information dequeued from the target formation to ITS, OC and TCC, and sends dequeue prompt messages to the third train and trains behind the third train in the target formation;

and after receiving the decompiling information and the fourth request information, the ITS, the OC and the TCC update the recorded formation information of the trains, and redisplay the train information of the third train and the trains behind the third train in the target formation according to the fourth request information.

Fig. 6 is a sequence diagram of train dequeuing provided in this embodiment, referring to fig. 6, when a train is in operation in a formation, the train is used as a formation following train, and the operation speed, position, path information, and the like of a formation master control train and a preceding train in the formation are obtained in real time in a vehicle-to-vehicle communication manner, and when a train to be dequeued finds that there is no overlap with a matching path of the preceding train in the formation, a dequeue application is sent to the formation master control train (a head train in the formation).

After receiving the request for dequeuing the formation following train, the formation master control train needs to perform a de-compilation operation, namely, reporting the formation de-compilation condition (information such as member train number of a newly-compiled formation train, train number of the de-compiled formation train, speed and position of the formation following train, trackside equipment resources occupied by the formation and the like) to ITS, OC and TCC through the third-eight step, and applying for displaying the information of the de-compiled dequeue train to the equipment. Meanwhile, the formation master control train sends a dequeue notification to a dequeue train in the formation (when a plurality of trains apply for dequeue, the train closest to the front end of the formation is taken as the dequeue train) and the trains behind the dequeue train. After information reply of ITS, OC and TCC is obtained, a dequeue permission notice is sent to the dequeue train in the formation and the trains behind the dequeue train, members of the de-formation train and occupied resources beside the rail are handed over and released, and the de-formation train is formed into a new queue to operate. After the decompiling is completed, the train to be dequeued can inquire whether the dequeuing is successful in the head train of the queue through ninthly and the red.

The embodiment provides a train group control method based on a bionic goose group, which is used for displaying information of trains needing to be replied after the trains are compiled and independently run, and ensuring that the running condition of each independently run train can be intuitively acquired.

Further, on the basis of the foregoing embodiments, the re-queuing the trains that receive the dequeue prompt message according to the operation paths of the trains, sending re-queuing information of the re-queuing to the ITS, the OC, and the TCC, and operating in the re-formed queue includes:

if the third train is the last train in the target formation, the third train operates according to the running path of the third train after dequeuing from the target formation;

and if the third train is not the last train in the target formation, taking each train after the third train as the second train, acquiring a previous train which has a public path with the running path of the second train and is not a controlled train in the formation, taking the previous train as the first train, sending the first request information to the first train, and running the formed formation after the trains after the third train are re-formed.

The dequeue train may be a single train or a plurality of consecutive trains.

If the dequeue train is a train tail train, the dequeue train establishes communication with ITS, OC and TCC and operates independently after receiving the dequeue permission of the main control train in the formation.

And if the dequeue train is a certain train in the middle of formation, matching the paths of the train and the front train after the rear train and the rear train of the dequeue train in the formation receive the de-formation dequeue notification sent by the master control train in the formation, and inquiring and waiting for formation information sent by the master control train in a new formation where the front train is located if the paths are overlapped. After the formation information of the new formation master control train is received, giving a response and running along with the master control train in the new formation; and if the paths are not overlapped, the train is taken as a main control train in the formation, the train behind the train is formed again, and formation notification information is sent to the members following the train in the new formation. After the formation information reply of the new formation following vehicle members and the dequeue permission of the original formation master control train are obtained, the master control train in the new formation establishes communication with ITS, OC and TCC, and the formation runs.

And when the platform length allows a plurality of trains to enter the station simultaneously, the newly added train can enter the station simultaneously along with the formation master control train. When the platform length does not allow a plurality of trains to arrive at the station at the same time, the trains can arrive at the station at intervals. The formation follows the sharing of vehicle line resources, and the interval tracking distance can be flexibly adjusted according to the running state.

The embodiment provides a train group control method based on bionic goose groups, a dequeue train can be formed to run again when being a multi-row train, and on the premise that the trains run according to respective running paths, resource sharing is achieved and the train distance is reduced through formation.

Further, on the basis of the above embodiments, the method further includes:

within the target formation, the speed of each train is consistent with and maintains a safe distance from the lead vehicle within the target formation;

and for a fourth train which runs after the target formation and follows the target formation, the movement authorization of the fourth train is determined according to the position of the tail of the last train in the target formation.

Fig. 7 is a schematic diagram for comparing tracking distances between the CBTC system and the bionic goose group train group control system provided in this embodiment, referring to fig. 7, in the CBTC system, when each train operates independently, the end points of the movement authorization MA of the train are all positions where the front train tail is retracted by a safe distance, that is, the distance between each train is greater than a safe distance. That is to say, the shortest moving authorization end point of the rear vehicle is a safety protection distance of the rear vehicle of the front vehicle, the calculated speed of the rear vehicle refers to the moving authorization end point speed of 0, the speed limit of the line, the traction and braking performance of the train and the like to calculate the current running speed.

However, in the method provided by this embodiment, the distance between the trains in the formation is only a safe distance, which greatly reduces the train distance and realizes ultra-short distance tracking.

Further, on the basis of the foregoing embodiments, when the second train receives a formation command sent by the ITS or runs to a road segment where formation is required to run, the second train acquires a lead train that has a common route with a running route of the second train and is not a controlled train in the formation, and sends the first request information to the first train as the first train, where the method includes:

the ITS sends a formation command to a train which is going to enter a traffic peak road section, sends a formation command to a train which is going to enter a turnout turn-back, sends a formation command to a train which is going to enter the traffic peak road section from a traffic idle road section to support the traffic peak road section, sends a formation command to a train which is going to cross a line, sends a formation command to a train which fails and cannot automatically run or sends a formation command to a train which runs on a route with limited train number, a second train which receives the formation command acquires a front train which has a public path with the running path of the second train and is not a controlled train in the formation, and sends first request information to the first train as the first train;

alternatively, the first and second electrodes may be,

and when the second train runs to an intersection point where the branch roads converge into the main road, acquiring a front train which has a public path with the running path of the second train and is not a controlled train in a formation, and sending the first request information to the first train as the first train.

The application scenarios for triggering the second train to inquire the first train for formation are divided into two scenarios, namely, (a formation command sent by the ITS and (b) a section needing to be formed for operation. The application scenario (I) specifically comprises (1) the tidal passenger flow capacity is improved, (2) the line train cannot run across the line, (3) the fault train cannot be automatically pulled out, and (4) the maximum train number is limited.

The tidal passenger flow capacity is improved for (1). Wherein, the tidal passenger flow is the result of the gradual transition from the traditional single-center form with highly concentrated production and living to the form with separated production and living, namely the form of one nucleus, multiple centers and grouping. Fig. 8 is a schematic diagram of the peak in the morning and at night provided by the embodiment, referring to fig. 8, the passenger flow tide phenomenon is a phenomenon of unbalanced traffic flow in both directions during the peak in the morning and at night caused by separation of duty, and is mainly characterized in that the passenger flow in the entering direction is large and mainly concentrated in a certain section during the peak in the morning and at night, the passenger flow in the exiting direction is small and the whole line distribution is relatively stable; the opposite traffic signature occurs at late peak.

The tidal passenger flow capacity improvement is generally used for solving the problem of passenger detention occurring at a passenger flow peak, and in order to relieve the pressure of the passenger flow peak and enable a train to run in a formation mode, fig. 9 is a data flow diagram for the train to enter and exit the formation provided by the embodiment, referring to fig. 9, when a train to be queued needs to enter or exit, an entering or exiting request is sent to a head train of the formation through the processes of (i) sending an entering or exiting request to the head train of the formation, and reporting information of the number of cars, the length of cars, the position and the like of the train, the head train of the formation respectively sends formation information to the ITS, the OC and the TCC through the processes of (ii), (iii) and (iv) respectively, after the ITS, the OC and the TCC are updated in response, the head train of the formation respectively responds to the head train through the processes of (iii), (iv) and (iv) simultaneously, the head train responds to the entering or exiting request of the train to be queued through the formation process. How this formation operation mode is to improve the capacity is described below in conjunction with several specific application scenarios of the tidal passenger flow capacity improvement, which include:

a. large group operation in large passenger flow direction and small group operation in small passenger flow direction

Fig. 10 is an operation schematic diagram of the train formation operation peak alleviation provided by the embodiment, and referring to fig. 10, on a large passenger flow line, trains are sent out from a garage in a formation mode, and due to the fact that the formation operation reduces the distance between the trains, the number of the trains running on the line is increased, the time interval between the trains is shortened, and the passenger flow peak alleviation function can be achieved. The method for formation operation realizes the requirement of flexible operation of train size formation.

Specifically, the train is formed and dispatched from the residential area on the early peak road section, the congestion phenomenon of the early peak road section is relieved, a single train is used for running on the non-peak road section, the cost is saved, the redundant trains enter a garage to be standby, and the redundant trains run on the night peak.

b. The formation turns back quickly through the turnout, and the time interval of integral operation tracking is shortened

Fig. 11 is a schematic diagram of a single train tracking interval provided in this embodiment, and fig. 12 is a schematic diagram of a queuing train tracking interval provided in this embodiment. Referring to fig. 11, if the formation operation is not adopted, the tracking time interval of the train in the positive line operation is 90 seconds for cruise tracking, the retracing time interval at the retracing position is 120 seconds, and the overall tracking interval is 120 seconds if the maximum tracking time interval is taken as the overall tracking interval.

If a consist operation is used, as shown in fig. 12, the train is formed into a train at the turn back and the cruise track interval for the straight line operation is 90 seconds. Two vehicles at the turning-back position are formed to run, and the turning-back tracking time is 160 seconds due to the increase of the vehicle length. Then, the average turn-back tracking time interval per vehicle is 80 seconds. The overall tracking interval is taken to be the maximum tracking time interval, so the overall tracking time interval is 90 seconds. Therefore, compared with the tracking time interval without the formation operation, the train tracking time interval is smaller by 30 seconds, the tracking time interval of the train is shortened, and the transport capacity is improved.

Therefore, through train formation, multiple trains can be quickly passed through the turn-back road section, the problem that the time consumption of the single-train all-line tracking interval depends on the time consumption of the turn-back road section is solved, the train all-line operation time is integrally shortened, the time cost is saved, and the fast support of the peak road section is realized.

c. The downstream train formation returns to support the upstream high-density departure and relieve the upstream peak time

Fig. 13 is a schematic diagram of the present embodiment of the descending formation return to support ascending high-density departure, and referring to fig. 13, the on-line train takes 4 minutes as the tracking interval. When the train runs at a peak time in the ascending process, the train is formed in a descending train, the formed train returns back to the ascending process at an ascending peak road section or a descending line terminal, and the ascending high-density 2-minute departure is supported. Wherein, the train of the passenger is gone up and down only to the train of formation front end of descending formation, and the empty car of other trains in the formation is followed and is driven, and the entering does not stop. The device has the advantages that the device can be pulled more and run quickly, the phenomenon that passengers jam and stay at a platform in a peak road section is relieved, and the riding comfort level of the passengers is improved.

For (2) line train unable to run across line

The urban rail transit system has different line signal systems due to the fact that the standard is not perfect and no unified standard is available among manufacturers, and the difficulty of cross-line operation is greatly increased. The train can realize the cross-line operation under the condition of not changing the original signal system through the formation operation.

Fig. 14 is a data flow diagram of the train passing operation and dequeuing operation provided in this embodiment, and fig. 15 is a schematic diagram of the train passing operation provided in this embodiment. Referring to fig. 14 and 15, the line a area and the line B area cannot realize line crossing due to different signal systems, but the 2 cars in the line a area can query the leading car in the line B area through the area controller, establish formation with the 1 car of the leading car, track the 1 car through car-to-car communication in the formation with the 2 cars, and do not communicate with the trackside equipment in the line B area, so that line crossing from the line a area to the line B area of the 2 cars is realized.

As shown in fig. 14 and 15, if the a-line 2 car wants to enter the B-line operation, it needs to operate in formation with the B-line 1 car so that the a-line 2 car can operate on the B-line without communicating with the trackside equipment of the B-line. The process of forming a formation by the A line 2 vehicle and the B line 1 vehicle comprises the following steps: the line 2A vehicles pass through processes from the first to the fourth, and the line 2 vehicles are communicated with a zone controller of a line A zone and an object controller of a line B zone to obtain online train IDs of the line B zone and determine a queue head vehicle of a formation; the line A2 vehicle sends a queue entering or dequeuing request to the line A1 vehicle passing process; line B1 car passAfter receiving the request of enqueuing or dequeuing, the process is carried out

Transmitting the formation information to the ITS, OC and TCC and receiving information in response to the formation information. Meanwhile, the B line 1 vehicle passes through as a queue head vehicle

The process responds to the enqueue or dequeue request of the train to be enqueued, and completes the formation of the train on line B1 and the train on line A2, so that the line-crossing operation of the train on line A2 is realized.

On the crossing line, the other line train requests the local line train for queuing. After the formation succeeds, communication with the trackside equipment of the line is not needed, only the line information of the formation master control train is shared, the formation master control train and the speed information of the front trains in the formation are referred, and the front trains enter the line along with the line, so that the constraints of different signal systems are broken through, the transfer time of passengers is saved, and the cross-line operation is realized.

For (3) the fault car can not be automatically pulled out

When a fault car occurs on a line, inter-station blocking, manual route handling, manual driving mode pulling and other train degradation processing are generally adopted. The phenomenon of passenger flow congestion is easily caused on a normal operation line, particularly in the morning and evening peak periods.

Fig. 16 is a data flow diagram of a faulty train entering and exiting a train provided by this embodiment, and fig. 17 is a schematic diagram of a faulty train formation pulling-out provided by this embodiment, and referring to fig. 16 and fig. 17, a faulty train forms a train with a certain non-faulty train through train-to-train communication, and tracks the running of the non-faulty train, so that the faulty train does not need to be migrated manually or the faulty train is migrated by blocking, which saves manpower and avoids the influence of the faulty train on the train running in the line. The process of the fault train emigration comprises the following steps: when a fault vehicle has a fault, reporting the fault to the ITS through the processes (1) and (2) and obtaining information of the head vehicle of the queue for formation operation, which is sent by the ITS. The method comprises the steps that a fault vehicle sends a queue entering or dequeuing request to a head train of a queue through a first process, information such as the train number, the train length and the position of the vehicle is reported, the head train of the queue sends queuing information to ITS, OC and TCC through a second process to a third process, responses of the ITS, the OC and the TCC are received, and meanwhile the head train of the queue responds to the queue entering or dequeuing request of a train to be queued through a third process.

The method for moving out the fault train through formation operation is characterized in that the fault train automatic following and pulling-out function is realized for the fault train with a communication function and normally pulled under the formation cooperative control of the normal train without inter-station blocking according to the formation cooperative control of train workshops.

Limit maximum train number for (4)

Because the train-ground communication capacity is limited, the maximum train number is limited by the route, fig. 18 is a schematic diagram of the formation operation of trains provided by the embodiment, referring to fig. 18, after the formation operation, the master train of each formation interacts with the trackside equipment, and the formation is regarded as a whole and is used as a train, so that the train number in the route is greatly increased.

Through the cooperative control of train workshops, trains in a successfully formed train can not communicate with trackside equipment, the formation master control train line information is shared to drive along, and the constraint that the maximum train number is limited is broken through.

For the road section of the scene (II) running to the required formation operation

With the accelerated development of urbanization, the urban area radiates outwards more and more with the urban center as the center of a circle. The single line of urban rail transit cannot meet the traveling of line passengers, so that the running service of rail transit is in diversified development. The Y-shaped line is a common line design form in the current urban rail transit line. The Y-shaped traffic route is generally composed of a main route and a branch route, through traffic routes are respectively opened on the main route and the branch route, and the opening proportion and the transportation capacity of the respective traffic routes can be adjusted according to different passenger flow characteristics on the main route and the branch route. The Y-shaped intersection enables passengers in two directions to reach the station of the common line segment, and compared with an independently operated line, the construction cost is saved; however, due to the restriction of equipment conditions such as the tracking capability and the turning back capability of the common-line-section train, the operation capability of the non-common-line section is limited, namely the operation capability of the main line section and the branch line section cannot be simultaneously improved to a high degree; on the other hand, since the trains need to be driven in different directions, the handling requirements for operation organizations and in the case of faults are relatively high.

Fig. 19 is a schematic diagram of the control of the train operation interval of the original Y-shaped line provided in this embodiment, and fig. 20 is a schematic diagram of the control of the train operation interval of the Y-shaped line after formation provided in this embodiment. Referring to fig. 19 and 20, on a Y-line, the train tracking interval for non-common segments is limited by the number of common segment start/end trunk branches (e.g., 2 branches at the start of a common segment, the train tracking interval for these 2 branches is at least 2 times that of the common segment). For example: the common-section train tracking interval is required to be not less than 2 minutes, and in the case of two branches, the train running on the non-common-section train is allowed to have a minimum tracking interval of 4 minutes, so that the maximum capacity requirement of the common-section train can be met.

As shown in fig. 19, when the train runs alone, the tracking interval of the common-line segment is 2 minutes, and the number of branches merging into the common-line segment is 2, so that the tracking interval of the branches per day is 4 minutes. When the formation operation is adopted, as shown in fig. 20, formation is performed at the junction a of the branch and the common line segment, so that trains entering the common line segment are subjected to the formation operation. Because two trains start from the station A at the same time every 2 minutes, compared with the situation that only one train starts from the station A every 2 minutes, the tracking interval of the trains on the branches is shortened after formation operation. Thus, the train tracking time on the branch is 2 minutes, and the train tracking time on the collinear segment is 1 minute.

Therefore, the train operation control method for formation at the start/end of the collinear segment breaks through the constraint that the train tracking at the non-collinear segment is limited by the number of the main line branches at the start/end of the collinear segment, and the minimum tracking interval which is the same as that of the collinear segment is achieved at the non-collinear segment, so that the capacity requirement of the whole line is greatly improved.

On the other hand, the embodiment also provides a train control system, and the train operation is controlled by any one of the above train group control methods based on the bionic goose group.

In this embodiment, after a first train in a line receives first request information that a second train requests formation for operation, if it is determined that the second train meets formation conditions, the first train and the second train form a target formation, and the target formation operates in the line as a whole. For the peak road section, the number of trains running in the peak road section can be increased in a formation running mode, the train interval is shortened, and the transport capacity is improved; because only the master control train in the same formation is communicated with the trackside equipment, and other trains do not need to be communicated with the trackside equipment, the cross-line running of the trains can be realized through the formation, and the limitation of the line to the number of the trains can be broken through by the formation; the fault train can be driven in a formation mode without manual migration or road section blocking. The flexible control of the train is realized through formation operation, so that the problems of passenger flow congestion, fault car migration, cross-line operation and the like in a line are solved more efficiently.

The train group control method based on the bionic goose group provided by the embodiment can adopt the following strategies aiming at the line running condition: the piloting strategy means that the piloting train can obtain the proper information of the speed, the distance between trains, the advancing route and the like of the fleet on the road section under the restriction of operation time division, line speed limit and train performance, and shares line resources with the formation following trains, so that the smooth running of the trains on the line is ensured. The following strategy means that the train can utilize a vehicle-mounted sensor and a train-vehicle communication network to acquire state information of front and rear adjacent trains, the speed, the acceleration, the position and the like of a pilot train so as to form one or more trains of a fleet. The following strategy mainly refers to the longitudinal control of the fleet. Longitudinal control includes control of train traction, braking and coasting to maintain a small inter-vehicle distance from the front and rear vehicles. The combination strategy means that the trains can be integrated into a certain front fleet. The strategy utilizes a wireless communication network among fleets to obtain information such as the position, the distance, the speed and the like transmitted by the front fleets, formulate corresponding combination paths, wait for the corresponding positions reserved for the front fleets and realize the combination of the fleets. The splitting strategy means that the whole motorcade can be split into two or more new motorcades. The strategy determines the division position and length of the motorcade through a wireless communication network in the motorcade, and reduces the speed of the train on the division position, thereby changing the distance between the train and the front train and achieving the safe workshop distance capable of finishing the splitting requirement. The line-changing strategy is that after the train to be combined or separated obtains a safe workshop distance, the line-changing strategy is adopted to change an uplink line and a downlink line, and the train enters or leaves a motorcade, so that the running line of the train is changed.

The train group control method and the train control system based on the bionic goose group can support cooperative intelligent control among multiple trains, flexibly adjust the overall operation condition according to tidal passenger flow and trunk and branch passenger flow, match the lengths of the platforms and the trains, adjust the number of the trains, adjust the spacing distance and the like, relieve the peak operation pressure in the morning and evening, realize ultra-short distance tracking operation, solve the problem of incompatibility of a train cross-line operation system through multi-train formation cooperative operation, realize functions of automatic pulling out of a fault train and the like, save train-ground high-capacity communication and improve train operation efficiency.

Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the embodiments of the present invention, and are not limited thereto; although embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train group control method based on bionic goose groups is characterized by comprising the following steps:

after receiving the enqueue prompting information, the second train is communicated with the ITS, the OC and the TCC, joins the formation of the first train to form the target formation, and tracks the operation of a pre-formation train which is positioned in front of the second train and adjacent to the second train in the target formation through train-to-train communication;

wherein the first train is a master train of the target formation; the formation state comprises the length of a formation train of a formation taking the first train as a master control train at present; the formation condition comprises the position relation of the first train and the second train, the running path, the speed and the direction of the second train; the formation information of the target formation comprises the position and the sequence of the second train in the target formation, the formation train length of the target formation, the speed of the second train and the train number of the second train.

2. The method of claim 1, wherein after receiving a first request message sent by a second train for formation operation of the first train, the first train operating in the line further comprises, before determining whether the second train meets formation conditions for formation operation of a target formation with the first train group according to the first request message and a formation state of the first train:

3. The method of claim 1, wherein said determining whether the second train meets a formation condition for a target formation operation with the first train set based on the first request information and the formation status of the first train comprises:

acquiring the position, the running path and the direction of the second train according to the first request information, if the first train is judged to be a front train of the second train on the running path of the second train, the running direction of the second train is consistent with that of the first train, the second train runs to the starting point of a first public path with the running path of the second train and the running path of the first train overlapped, and the formation train length of the formation taking the first train as a master control train allows a new train to be added, judging that the second train meets the formation condition, otherwise, judging that the second train does not meet the formation condition;

4. The method according to claim 1, wherein if the second train meets the formation condition, the first train sends formation information of the target formation to a train control center ITS, an object controller OC and a train management center TCC, and sends enqueue prompting information allowing to compose the target formation operation to the second train, comprising:

5. The method of claim 1, further comprising:

6. The method of claim 5, wherein the first train, upon receiving the third request message, reporting a decompiling message to ITS, OC, and TCC and sending a dequeue cue message to the third train and to trains within the target formation following the third train, comprising:

7. The method according to claim 5, wherein the trains receiving the dequeue cue information are re-queued according to the operation path of each train, re-queued re-queuing information is transmitted to the ITS, the OC, and the TCC, and operated in the re-formed queue, comprising:

8. The method of claim 1, further comprising:

9. The method according to claim 2, wherein the second train, upon receiving a formation command sent by the ITS or upon traveling to a road segment on which formation is required, acquires a lead train which has a common path with a traveling path of the second train and is not a controlled train in the formation, and sends the first request message to the first train as the first train, including:

alternatively, the first and second electrodes may be,

10. A train control system, characterized in that the train operation is controlled by the bionic goose group based train group control method of any one of claims 1 to 9.