CN112441086A - Rail vehicle, control method and system thereof, and train control and management system - Google Patents
Rail vehicle, control method and system thereof, and train control and management system Download PDFInfo
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- CN112441086A CN112441086A CN201910817286.5A CN201910817286A CN112441086A CN 112441086 A CN112441086 A CN 112441086A CN 201910817286 A CN201910817286 A CN 201910817286A CN 112441086 A CN112441086 A CN 112441086A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0072—On-board train data handling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
- B61L23/041—Obstacle detection
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L21/00—Station blocking between signal boxes in one yard
- B61L21/10—Arrangements for trains which are closely following one another
Abstract
The disclosure relates to a rail vehicle, a control method and a system thereof, and a train control and management system, which can realize the operation control of the whole-line rail vehicle. A rail vehicle control method, the method comprising: receiving information of a target rail vehicle positioned in front of a local rail vehicle and the current speed of the local rail vehicle; controlling the local rail vehicle to operate and determining an operation requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed; and transmitting the operation demand for the target rail vehicle to a central server, so that the central server transmits the operation demand for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
Description
Technical Field
The disclosure relates to the field of vehicles, in particular to a rail vehicle, a control method and a system thereof, and a train control and management system.
Background
The existing rail vehicle control method comprises the following steps: according to the working conditions of different road conditions, places and natural environments of the vehicle and the characteristics of the obstacles, the data fusion is carried out on the output data of various testing sources of the video camera device, the laser radar device, the infrared testing device, the ultrasonic testing device and the GPS, the complementary advantages of various testing devices are realized, the detection and early warning of the obstacles are completed, and the operation of the vehicle is controlled. However, this method can only realize the operation control of the vehicle, and cannot realize the operation control of the all-line rail vehicle.
Disclosure of Invention
The invention aims to provide a rail vehicle, a control method and a control system thereof, and a train control and management system, which can realize the operation control of the whole-line rail vehicle.
According to a first embodiment of the present disclosure, there is provided a rail vehicle control method, including: receiving information of a target rail vehicle positioned in front of a local rail vehicle and the current speed of the local rail vehicle; controlling the local rail vehicle to operate and determining an operation requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed; and transmitting the operation demand for the target rail vehicle to a central server, so that the central server transmits the operation demand for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
Optionally, the local rail vehicle includes a train control and management system and a signal system, and the controlling the local rail vehicle to operate and determining an operation demand for the target rail vehicle includes: determining, by the train control and management system, operational requirements for the target rail vehicle; and the train control and management system and the signal system are used for controlling the running of the local track vehicle in a redundant mode.
Optionally, if the information of the target rail vehicle includes a relative speed and a relative distance between the local rail vehicle and the target rail vehicle, the controlling the local rail vehicle to run and determining a running demand for the target rail vehicle includes:
under the condition that the relative speed is less than 0, controlling the local rail vehicle to keep a current running state;
controlling the current running state of the railway vehicle under the condition that the relative speed is equal to 0, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate;
under the condition that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, controlling the brake of the railway vehicle, and determining that the operation demand of the target railway vehicle is the brake;
controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
and under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, judging whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, controlling the braking of the railway vehicle and determining that the running demand of the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the local railway vehicle to keep a current running state if the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the local railway vehicle to execute common brake deceleration if the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, controlling the local railway vehicle to execute safe brake if the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running demand of the target railway vehicle is to keep the current running state or accelerate.
According to a second embodiment of the present disclosure, there is provided a train control and management system including: the system comprises a receiving module, a judging module and a judging module, wherein the receiving module is used for receiving information of a target rail vehicle positioned in front of a local rail vehicle and the current speed of the local rail vehicle; the control module is used for controlling the operation of the track vehicle and determining the operation requirement for the target track vehicle based on the information of the target track vehicle and the current vehicle speed; and a communication module, configured to transmit the operation demand for the target rail vehicle to a central server, so that the central server transmits the operation demand for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
Optionally, the communication module is implemented by a signal system of the local rail vehicle, and the signal system and the control module together redundantly control the local rail vehicle to perform operation.
Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the local rail vehicle and the target rail vehicle, and the control module is configured to:
under the condition that the relative speed is less than 0, controlling the local rail vehicle to keep a current running state;
controlling the current running state of the railway vehicle under the condition that the relative speed is equal to 0, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate;
under the condition that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, controlling the brake of the railway vehicle, and determining that the operation demand of the target railway vehicle is the brake;
controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
and under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, judging whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, controlling the braking of the railway vehicle and determining that the running demand of the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the local railway vehicle to keep a current running state if the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the local railway vehicle to execute common brake deceleration if the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, controlling the local railway vehicle to execute safe brake if the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running demand of the target railway vehicle is to keep the current running state or accelerate.
According to a third embodiment of the present disclosure, there is provided a rail vehicle including the train control and management system according to the second embodiment of the present disclosure.
According to a fourth embodiment of the present disclosure, there is provided a rail vehicle control system comprising: the system comprises a train control and management system, a central server and a central server, wherein the train control and management system is installed on a local rail vehicle and is used for receiving information of a target rail vehicle positioned in front of the local rail vehicle and the current speed of the local rail vehicle, controlling the local rail vehicle to operate and determining the operation requirement of the target rail vehicle based on the information of the target rail vehicle and the current speed, and transmitting the operation requirement of the target rail vehicle to the central server; an obstacle detection device that is mounted on the own rail vehicle and that is used to detect information of the target rail vehicle located in front of the own rail vehicle and send the detected information of the target rail vehicle to the train control and management system; a central server located outside the local rail vehicle and configured to receive the operation demand for the target rail vehicle from the train control and management system and transmit the operation demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the local rail vehicle and the target rail vehicle, and the train control and management system is configured to:
under the condition that the relative speed is less than 0, controlling the local rail vehicle to keep a current running state;
controlling the current running state of the railway vehicle under the condition that the relative speed is equal to 0, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate;
under the condition that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, controlling the brake of the railway vehicle, and determining that the operation demand of the target railway vehicle is the brake;
controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
and under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, judging whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, controlling the braking of the railway vehicle and determining that the running demand of the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the local railway vehicle to keep a current running state if the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the local railway vehicle to execute common brake deceleration if the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, controlling the local railway vehicle to execute safe brake if the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running demand of the target railway vehicle is to keep the current running state or accelerate.
Optionally, the obstacle detection device comprises at least one of a radar device, a vision device, an infrared device, a global satellite positioning system.
By adopting the technical scheme, the operation of the local rail vehicle can be controlled and the operation requirement for the target rail vehicle can be determined based on the information of the target rail vehicle and the current speed of the local rail vehicle, and the operation requirement for the target rail vehicle can be forwarded to the target rail vehicle through the central server, so that the target rail vehicle can operate based on the operation requirement for the target rail vehicle, and thus the linkage control of the local rail vehicle and the front target rail vehicle is realized, the collision can be effectively avoided or the collision loss can be reduced, the action of the all-line rail vehicle can be effectively controlled, and the operation efficiency of the all-line rail vehicle can be ensured. In addition, the staff of the control center can also acquire the conditions of the whole-line rail vehicle from the central server in time, so that the staff can be dispatched to handle in time.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
fig. 1 is a flow chart of a rail vehicle control method according to one embodiment of the present disclosure.
Figure 2 is a schematic block diagram of a train control and management system according to one embodiment of the present disclosure.
FIG. 3 shows a schematic block diagram of a rail vehicle according to an embodiment of the present disclosure.
FIG. 4 illustrates a control flow diagram for a rail vehicle according to one embodiment of the present disclosure.
FIG. 5 is a schematic block diagram of a rail vehicle control system according to one embodiment of the present disclosure.
Fig. 6 shows a schematic view of an application scenario of a rail vehicle control system according to an embodiment of the present disclosure.
FIG. 7 is an operational flow diagram of a rail vehicle control system according to one embodiment of the present disclosure.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
Before describing in detail embodiments according to the present disclosure, meanings of terms used in the present disclosure will be explained first.
Braking means controlling the rail vehicle to decelerate in a safe braking manner until the rail vehicle stops. By safety braking is meant that the electric brake is inactive and only the mechanical brake is active, and that the braking deceleration depends on the properties of the mechanical braking product of the rail vehicle, which may be, for example, 1.2m/s2。
The deceleration braking refers to the braking performance of the rail vehicle and the relative distance S between the rail vehicle and the front target rail vehicle0A deceleration command is calculated, and the rail vehicle is controlled to decelerate until stopping according to the deceleration in the calculated deceleration command.
Service brake deceleration refers to controlling the rail vehicle to decelerate in a service brake manner until the vehicle stops. Service braking means that both electric and mechanical braking are active, the braking deceleration depending on the properties of the mechanical braking product of the rail vehicle, which may be 1.0m/s, for example2。
Theoretical braking distance STheory of the inventionRefers to a braking distance theoretically calculated based on the current speed of the rail vehicle.
The collision-avoidance tolerable distance Δ S means that the distance between the two vehicles is marginal to avoid a collision therebetween in the case where both vehicles stop. The collision-avoidance tolerable distance Δ S is a positive number and is set in consideration of the reaction time of detection of the target rail vehicle and the control reaction time of the own rail vehicle.
Fig. 1 illustrates a flowchart of a rail vehicle Control method according to an embodiment of the present disclosure, as shown in fig. 1, the method including the following steps S11 to S13, which may be performed by a Train Control and Management System (TCMS) on a rail vehicle.
In step S11, information of a target rail vehicle located ahead of the own rail vehicle and the current vehicle speed of the own rail vehicle are received. In which information of a target rail vehicle can be acquired from an obstacle detecting device mounted on the own rail vehicle. The obstacle detecting means may include radar means such as laser radar, millimeter wave radar, visual means such as a camera, infrared means, ultrasonic detecting means, global satellite positioning system, and the like.
In step S12, the own rail vehicle is controlled to operate and an operation demand for the target rail vehicle is determined based on the information of the target rail vehicle and the current vehicle speed.
In step S13, the operation demand for the target rail vehicle is transmitted to the center server, so that the center server transmits the operation demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operation demand for the target rail vehicle. The operation demand for the target rail vehicle is, for example, a demand for acceleration, deceleration, or the like of the preceding target rail vehicle.
In the present disclosure, the center server refers to a server capable of managing all-line rail vehicles, and the center server is located outside the own rail vehicle.
By adopting the technical scheme, the operation of the local rail vehicle can be controlled and the operation requirement for the target rail vehicle can be determined based on the information of the target rail vehicle and the current speed of the local rail vehicle, and the operation requirement for the target rail vehicle can be forwarded to the target rail vehicle through the central server, so that the target rail vehicle can operate based on the operation requirement for the target rail vehicle, and thus the linkage control of the local rail vehicle and the front target rail vehicle is realized, the collision can be effectively avoided or the collision loss can be reduced, the action of the all-line rail vehicle can be effectively controlled, and the operation efficiency of the all-line rail vehicle can be ensured. In addition, the staff of the control center can also acquire the conditions of the whole-line rail vehicle from the central server in time, so that the staff can be dispatched to handle in time.
In one embodiment, the present rail vehicle includes a TCMS and a signaling system, wherein the signaling system will be described in detail below. Then, in step S12, an operating requirement for the target rail vehicle may be determined by the TCMS; the TCMS and the signal system are used for controlling the running of the railway vehicle in a redundant mode. This enables dual control to avoid collisions or reduce collision losses more effectively.
In one embodiment, the information of the target rail vehicle includes a relative speed and a relative distance S between the own rail vehicle and the target rail vehicle0. The relative speed is a vector, and generally, approaching or separating is represented by the positive or negative of the relative speed, and in the present disclosure, the relative speed is negative, that is, less than 0, represents that the vehicle is far away from each other, but does not mean that the vehicle speed of the host vehicle is necessarily less than the vehicle speed of the front target rail vehicle, and the relative speed is positive, that is, greater than 0, represents that the vehicle is close to each other. Controlling the operation of the present rail vehicle and determining the operation demand for the target rail vehicle as set forth in step S12 may include:
(1) under the condition that the relative speed is less than 0, the situation shows that the railway vehicle and the target railway vehicle are far away from each other, so that collision possibility does not exist, the railway vehicle is only required to be controlled to keep the current running state, and in addition, the running requirement for the target railway vehicle is not required to be sent to the target railway vehicle through the central server under the situation, namely, the target railway vehicle only needs to run according to the requirement of the target railway vehicle.
(2) In the case where the relative speed is equal to 0, this indicates that the relative distance between the own rail vehicle and the target rail vehicle remains unchanged, and in this case, there is no possibility of collision, so it is only necessary to control the own rail vehicle to maintain the current running state, and it can be determined that the running demand for the target rail vehicle is to maintain the current running state or to accelerate.
(3) And in the case that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, which indicates that the railway vehicle and the target railway vehicle are running oppositely, controlling the railway vehicle to brake and determining that the operation demand of the target railway vehicle is brake and braking.
(4) And in the case that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed, which indicates that the target railway vehicle is in a static state, controlling the local railway vehicle to decelerate and brake.
(5) In the case that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, which indicates that the present rail vehicle and the target rail vehicle are running in the same direction and the current speed of the target rail vehicle is less than the current vehicle speed of the present rail vehicle, it is necessary to further judge the theoretical braking distance STheory of the inventionWhether or not it is greater than or equal to the relative distance S0. If the theoretical braking distance STheory of the inventionGreater than or equal to relative distance S0And if the collision risk is large, controlling the braking of the railway vehicle and determining that the operation requirement of the target railway vehicle is acceleration, so that the relative distance between the railway vehicle and the target railway vehicle is increased by braking the braking of the railway vehicle and accelerating the target railway vehicle, and the collision is avoided. If the theoretical braking distance STheory of the inventionLess than relative distance S0Then the relative distance S needs to be further determined0Distance S from theoretical brakeTheory of the inventionWhether the difference is greater than the collision-avoidance tolerable distance Δ S. At a relative distance S0Distance S from theoretical brakeTheory of the inventionUnder the condition that the difference is greater than the anti-collision tolerable distance delta S, the current running state of the vehicle on the track can be controlled because the collision risk is smaller at the moment; at a relative distance S0Distance S from theoretical brakeTheory of the inventionUnder the condition that the difference is equal to the allowable anti-collision distance delta S, the collision risk is indicated, so that the railway vehicle is controlled to execute service braking deceleration; at a relative distance S0Distance S from theoretical brakeTheory of the inventionIn the case where the difference is smaller than the collision-avoidance tolerable distance Δ S, it is indicated that the collision risk is large, so that the present rail vehicle is controlled to perform safety braking and it is determined that the running demand for the target rail vehicle is to maintain the current running state or accelerate.
Fig. 2 shows a schematic block diagram of a train control and management system according to an embodiment of the present disclosure, and as shown in fig. 2, the train control and management system 2 includes: the receiving module 21 is configured to receive information of a target rail vehicle located in front of the local rail vehicle and a current vehicle speed of the local rail vehicle; the control module 22 is used for controlling the operation of the rail vehicle and determining the operation requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed; and a communication module 23 for transmitting the operation demand for the target rail vehicle to the center server, so that the center server transmits the operation demand for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
In the present disclosure, the communication module 23 may be implemented using an information terminal in an existing TCMS, an existing signal system in a local rail vehicle, or other types of communication systems.
By adopting the technical scheme, the operation of the local rail vehicle can be controlled and the operation requirement for the target rail vehicle can be determined based on the information of the target rail vehicle and the current speed of the local rail vehicle, and the operation requirement for the target rail vehicle can be forwarded to the target rail vehicle through the central server, so that the target rail vehicle can operate based on the operation requirement for the target rail vehicle, and thus the linkage control of the local rail vehicle and the front target rail vehicle is realized, the collision can be effectively avoided or the collision loss can be reduced, the action of the all-line rail vehicle can be effectively controlled, and the operation efficiency of the all-line rail vehicle can be ensured. In addition, the staff of the control center can also acquire the conditions of the whole-line rail vehicle from the central server in time, so that the staff can be dispatched to handle in time.
Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, the control module 22 is configured to:
(1) under the condition that the relative speed is less than 0, controlling the railway vehicle to keep the current running state;
(2) controlling the railway vehicle to keep the current running state under the condition that the relative speed is equal to 0, and determining whether the running requirement of the target railway vehicle is to keep the current running state or accelerate;
(3) controlling the brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, and determining that the operation requirement of the target railway vehicle is the brake;
(4) controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and equal to the current vehicle speed;
(5) and under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, judging whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, controlling the braking of the railway vehicle and determining that the running demand of the target railway vehicle is acceleration; and if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than the allowable anti-collision distance, controlling the railway vehicle to keep the current running state under the condition that the difference between the relative distance and the theoretical braking distance is larger than the allowable anti-collision distance, controlling the railway vehicle to execute the common braking deceleration under the condition that the difference between the relative distance and the theoretical braking distance is equal to the allowable anti-collision distance, controlling the railway vehicle to execute the safety braking under the condition that the difference between the relative distance and the theoretical braking distance is smaller than the allowable anti-collision distance, and determining that the running requirement on the target railway vehicle is to keep the current running state or accelerate.
The specific implementation of the operations performed by the modules in the train control and management system 2 according to the embodiment of the present disclosure has been described in detail in the rail vehicle control method according to the embodiment of the present disclosure, and is not described herein again.
According to yet another embodiment of the present disclosure, there is also provided a rail vehicle including the train control and management system 2 according to an embodiment of the present disclosure. The rail vehicle may be a rubber-tyred tram or other type of rail vehicle.
FIG. 3 shows a schematic block diagram of a rail vehicle according to an embodiment of the present disclosure. As shown in fig. 3, an obstacle detection system of a rail vehicle detects a target rail vehicle in front of the rail vehicle, wherein the obstacle detection system may detect the target rail vehicle using, for example, a radar system, a vision system, etc., and then a controller in the obstacle detection system performs fusion processing on detection results of the radar system, the vision system, etc., to obtain information of the target rail vehicle. The controller in the obstacle detection system may be a separate module or may be integrated in the radar system or the vision system. The TCMS in the local rail vehicle may control the local rail vehicle to operate and determine an operation requirement for the target rail vehicle based on the information of the target rail vehicle and the current speed of the local rail vehicle, for example, the purpose of controlling the local rail vehicle to operate may be achieved by controlling parameters such as acceleration and traction of a traction system of the local rail vehicle and parameters such as a braking speed of a braking system, where specific implementation manners of the control and the determination have been described above in detail and are not described herein again. The signal system in the local rail vehicle may then transmit the operation requirement determined by the TCMS for the target rail vehicle to the central server 1, where the central server 1 is located outside the local rail vehicle and is used to manage the all-wire rail vehicle. In addition, the TCMS may also send a control strategy determined based on the information of the target rail vehicle and the current speed of the own rail vehicle to the signaling system, so that the signaling system can also perform the above-described related operations of controlling the operation of the own rail vehicle, thereby implementing redundant control and improving reliability.
The existing signal system is composed of a computer interlocking subsystem, a train automatic protection subsystem, a train automatic driving subsystem, a train automatic monitoring subsystem and the like, and is an automatic control system integrating functions of train command, operation adjustment, train driving automation and the like. The signaling system in the present disclosure is a system that adds the related functions described above to the existing signaling system.
FIG. 4 illustrates a control flow diagram for a rail vehicle according to one embodiment of the present disclosure. Firstly, the obstacle detection system is electrified for self-detection. Then if the self-checking is abnormal, the TCMS receives and sends the self-checking abnormal information to the signal system, and then the signal system sends the self-checking abnormal information of the obstacle detection system to the central server. If the self-checking of the obstacle detection system is normal, the obstacle detection system starts to detect the information of the front target rail vehicle and sends the detected information to the TCMS. And then the TCMS judges the collision risk level according to the information of the target rail vehicle and the current vehicle speed and determines the operation requirement for the target rail vehicle. And then the TCMS controls the running of the rail vehicle according to the collision risk level, and also sends the collision risk level and the running requirement for the target rail vehicle to the signal system, so that the signal system also controls the running of the rail vehicle according to the collision risk level and sends the running requirement for the target rail vehicle to the central server. Wherein, the judgment of the collision risk level and the subsequent control strategy can refer to the above detailed description of the method according to the embodiment of the present disclosure.
Fig. 5 shows a schematic block diagram of a rail vehicle control system according to an embodiment of the present disclosure, as shown in fig. 5, the rail vehicle control system 500 includes: a train control and management system 2, which train control and management system 2 is installed on the present rail vehicle 100 and is the train control and management system described above in conjunction with fig. 2; an obstacle detecting device 3 mounted on the own rail vehicle 100 and configured to detect information of a target rail vehicle located in front of the own rail vehicle and transmit the detected information of the target rail vehicle to the train control and management system 2; a center server 1, the center server 1 being located outside the local rail vehicle 100 and configured to receive the operation demand for the target rail vehicle from the train control and management system 2 and transmit the operation demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
In the present disclosure, the obstacle detection device 3 may include a radar device such as a laser radar, a millimeter wave radar, a visual device such as a camera, and may further include an infrared device, an ultrasonic detection device, a global satellite positioning system, or the like. The obstacle detection device 3 may further include a processor, which may be a separate module or integrated in one of the radar device and the vision device, so as to process data collected by the radar device and the vision device, and send the processing result to the train control and management system 2. Of course, it is also feasible that data collected by radar devices, vision devices, etc. are processed by the train control and management system 2.
In the present disclosure, the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the preceding target rail vehicle.
By adopting the technical scheme, the operation of the local rail vehicle can be controlled and the operation requirement for the target rail vehicle can be determined based on the information of the target rail vehicle and the current speed of the local rail vehicle, and the operation requirement for the target rail vehicle can be forwarded to the target rail vehicle through the central server, so that the target rail vehicle can operate based on the operation requirement for the target rail vehicle, and thus the linkage control of the local rail vehicle and the front target rail vehicle is realized, the collision can be effectively avoided or the collision loss can be reduced, the action of the all-line rail vehicle can be effectively controlled, and the operation efficiency of the all-line rail vehicle can be ensured. In addition, the staff of the control center can also acquire the conditions of the whole-line rail vehicle from the central server in time, so that the staff can be dispatched to handle in time.
Fig. 6 shows a schematic view of an application scenario of a rail vehicle control system according to an embodiment of the present disclosure. The method comprises the steps that an obstacle detection device on a vehicle detects target rail vehicle information and sends the target rail vehicle information to a TCMS on the vehicle, the TCMS controls the vehicle to run and determines running requirements for the target rail vehicle based on the target rail vehicle information and vehicle speed information, a signal system on the vehicle sends the running requirements for the target rail vehicle to a central server, the central server sends the running requirements for the target rail vehicle to a signal system on the target rail vehicle, the signal system on the target rail vehicle sends the running requirements for the target rail vehicle to the TCMS on the target rail vehicle, and the TCMS on the target rail vehicle controls the target rail vehicle to run based on the running requirements for the target rail vehicle, for example, the running of the target rail vehicle is controlled by controlling a traction system, a brake system and the like.
Fig. 7 illustrates an operational flow diagram of a rail vehicle control system 500 according to an embodiment of the present disclosure.
In step S701, the obstacle detection device 3 detects information of a target rail vehicle located ahead of the own rail vehicle, and the train control and management system 2 acquires the information of the target rail vehicle located ahead of the own rail vehicle from the obstacle detection device 3 and acquires the current speed of the own rail vehicle from the own rail vehicle. Wherein the information of the target rail vehicle includes a relative speed and a relative distance S between the own rail vehicle and the target rail vehicle0。
In step S702, the train control and management system 2 determines whether the relative speed is less than 0. If the value is less than 0, go to step S703, if the value is equal to 0, go to step S704, and if the value is greater than 0, go to step S705.
In step S703, in the case where the relative speed is less than 0, this indicates that the own rail vehicle and the target rail vehicle are moving away from each other, and therefore in this case, the train control and management system 2 controls the own rail vehicle to maintain the current running state.
Step S704, in the case where the relative speed is equal to 0, this indicates the relative distance S between the own rail vehicle and the target rail vehicle0Remains unchanged, so the train control and management system 2 controls the own-track vehicle to maintain the current running state in this case. In addition, the train control and management system 2 also determines that the target rail vehicle is required to maintain the current running speed or acceleration at this time, and then the requirement is transmitted to the target rail vehicle through the central server 1, and the target rail vehicle maintains the current running state or acceleration after receiving the requirement, so as to ensure the safe distance between the local rail vehicle and the target rail vehicle.
In step S705, when the relative speed is greater than 0, the train control and management system 2 determines whether the relative speed is greater than the current speed of the own-track vehicle. If yes, go to step S706, if no, go to step S708, if no, go to step S707.
Step S706, when the relative speed is greater than the current speed of the local rail vehicle, which indicates that the local rail vehicle and the target rail vehicle are running in opposite directions, the distance between the local rail vehicle and the target rail vehicle is smaller and smaller, and there is a possibility of collision, the train control and management system 2 controls the local rail vehicle to brake immediately, and determines that the target rail vehicle needs to brake immediately at this time, and the demand is forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle brakes immediately, so that the staff can wait for processing.
Step S707, if the relative speed is equal to the current speed of the local rail vehicle, which indicates that the target local rail vehicle is in a stationary state, the train control and management system 2 controls the local rail vehicle to decelerate and brake, and the train control and management system 2 may control the braking performance and the relative distance S of the local rail vehicle according to the braking performance and the relative distance S of the local rail vehicle0And formulating a deceleration instruction.
Step S708, when the relative speed is less than the current speed of the local rail vehicle, which indicates that the local rail vehicle and the target rail vehicle are running in the same direction and the current speed of the target rail vehicle is less than the current speed of the local rail vehicle, the train control and management system 2 further determines the theoretical braking distance STheory of the inventionWhether or not it is greater than or equal to the relative distance S0。
Step S710, if the theoretical braking distance STheory of the inventionLess than relative distance S0Then the train control and management system 2 further determines the relative distance S0Distance S from theoretical brakeTheory of the inventionWhether the difference is greater than the collision-avoidance tolerable distance Δ S.
Step S711, at the relative distance S0Distance S from theoretical brakeTheory of the inventionWhen the difference is greater than the allowable collision-prevention distance Δ S, the train control and management system 2 may control the local rail vehicle to maintain the current operating state and may not allow the local rail vehicle to accelerate because the collision risk is small at this time.
Step (ii) ofS712, at a relative distance S0Distance S from theoretical brakeTheory of the inventionIn the case where the difference is equal to the collision-avoidance tolerable distance Δ S, it indicates that there is a collision risk, so the train control and management system 2 controls the own-track vehicle to perform service braking deceleration.
Step S713, at a relative distance S0Distance S from theoretical brakeTheory of the inventionIn the case that the difference is smaller than the allowable collision-prevention distance Δ S, it indicates that the collision risk is large, so the train control and management system 2 controls the local rail vehicle to perform safety braking, and determines that the target rail vehicle is required to maintain the current operating state or accelerate but not decelerate at this time, and then the demand is forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle maintains the current operating state or accelerates but not decelerates.
Through the technical scheme, the linkage of the railway vehicle and the target railway vehicle is realized, the collision risk is reduced, and the running efficiency of the whole-line railway vehicle is improved.
The specific implementation of the operation performed by the train control and management system in the rail vehicle control system according to the embodiment of the present disclosure has been described in detail in the related method, and is not repeated here.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. A rail vehicle control method, characterized in that the method comprises:
receiving information of a target rail vehicle positioned in front of a local rail vehicle and the current speed of the local rail vehicle;
controlling the local rail vehicle to operate and determining an operation requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed; and
transmitting the operational requirement for the target rail vehicle to a central server, such that the central server transmits the operational requirement for the target rail vehicle to the target rail vehicle in order for the target rail vehicle to operate based on the operational requirement for the target rail vehicle.
2. The method of claim 1, wherein said controlling the operation of said local rail vehicle and determining operational requirements for said target rail vehicle comprises:
determining, by the train control and management system, operational requirements for the target rail vehicle;
and the train control and management system and the signal system are used for controlling the running of the local track vehicle in a redundant mode.
3. The method according to claim 1 or 2, wherein the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the controlling the own rail vehicle to run and determining a running demand for the target rail vehicle includes:
under the condition that the relative speed is less than 0, controlling the local rail vehicle to keep a current running state;
controlling the current running state of the railway vehicle under the condition that the relative speed is equal to 0, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate;
under the condition that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, controlling the brake of the railway vehicle, and determining that the operation demand of the target railway vehicle is the brake;
controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
and under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, judging whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, controlling the braking of the railway vehicle and determining that the running demand of the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the local railway vehicle to keep a current running state if the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the local railway vehicle to execute common brake deceleration if the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, controlling the local railway vehicle to execute safe brake if the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running demand of the target railway vehicle is to keep the current running state or accelerate.
4. A train control and management system, comprising:
the system comprises a receiving module, a judging module and a judging module, wherein the receiving module is used for receiving information of a target rail vehicle positioned in front of a local rail vehicle and the current speed of the local rail vehicle;
the control module is used for controlling the operation of the track vehicle and determining the operation requirement for the target track vehicle based on the information of the target track vehicle and the current vehicle speed; and
a communication module, configured to transmit the operation demand for the target rail vehicle to a central server, so that the central server transmits the operation demand for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
5. The train control and management system according to claim 4, wherein the communication module is implemented by a signal system of the local rail vehicle, and the signal system redundantly controls the local rail vehicle to perform an operation together with the control module.
6. The train control and management system according to claim 4 or 5, wherein the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, the control module is configured to:
under the condition that the relative speed is less than 0, controlling the local rail vehicle to keep a current running state;
controlling the current running state of the railway vehicle under the condition that the relative speed is equal to 0, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate;
under the condition that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, controlling the brake of the railway vehicle, and determining that the operation demand of the target railway vehicle is the brake;
controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
and under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, judging whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, controlling the braking of the railway vehicle and determining that the running demand of the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the local railway vehicle to keep a current running state if the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the local railway vehicle to execute common brake deceleration if the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, controlling the local railway vehicle to execute safe brake if the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running demand of the target railway vehicle is to keep the current running state or accelerate.
7. A rail vehicle, characterized in that it comprises a train control and management system according to any one of claims 4 to 6.
8. A rail vehicle control system, comprising:
a train control and management system installed on a local rail vehicle, the train control and management system being configured to receive information of a target rail vehicle located in front of the local rail vehicle and a current speed of the local rail vehicle, control the local rail vehicle to operate and determine an operation demand for the target rail vehicle based on the information of the target rail vehicle and the current speed, and transmit the operation demand for the target rail vehicle to a central server;
an obstacle detection device that is mounted on the own rail vehicle and that is used to detect information of the target rail vehicle located in front of the own rail vehicle and send the detected information of the target rail vehicle to the train control and management system;
a central server located outside the local rail vehicle and configured to receive the operation demand for the target rail vehicle from the train control and management system and transmit the operation demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
9. The rail vehicle control system of claim 8, wherein the information of the target rail vehicle includes a relative speed and a relative distance between the host rail vehicle and the target rail vehicle, the train control and management system is configured to:
under the condition that the relative speed is less than 0, controlling the local rail vehicle to keep a current running state;
controlling the current running state of the railway vehicle under the condition that the relative speed is equal to 0, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate;
under the condition that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, controlling the brake of the railway vehicle, and determining that the operation demand of the target railway vehicle is the brake;
controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
and under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, judging whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, controlling the braking of the railway vehicle and determining that the running demand of the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the local railway vehicle to keep a current running state if the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the local railway vehicle to execute common brake deceleration if the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, controlling the local railway vehicle to execute safe brake if the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running demand of the target railway vehicle is to keep the current running state or accelerate.
10. The rail vehicle control system of claim 8, wherein the obstacle detection device includes at least one of a radar device, a vision device, an infrared device, a global satellite positioning system.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910817286.5A CN112441086A (en) | 2019-08-30 | 2019-08-30 | Rail vehicle, control method and system thereof, and train control and management system |
| PCT/CN2020/112239 WO2021037237A1 (en) | 2019-08-30 | 2020-08-28 | Railway vehicle and control method and system therefor, and train control and management system |
| US17/635,994 US20220281498A1 (en) | 2019-08-30 | 2020-08-28 | Railway vehicle and control method and system therefor, and train control and management system |
| BR112022003328A BR112022003328A2 (en) | 2019-08-30 | 2020-08-28 | Railway vehicle and control method and system for the same, and train management and control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910817286.5A CN112441086A (en) | 2019-08-30 | 2019-08-30 | Rail vehicle, control method and system thereof, and train control and management system |
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| CN112441086A true CN112441086A (en) | 2021-03-05 |
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| CN201910817286.5A Pending CN112441086A (en) | 2019-08-30 | 2019-08-30 | Rail vehicle, control method and system thereof, and train control and management system |
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| US (1) | US20220281498A1 (en) |
| CN (1) | CN112441086A (en) |
| BR (1) | BR112022003328A2 (en) |
| WO (1) | WO2021037237A1 (en) |
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| CN113085961A (en) * | 2021-04-12 | 2021-07-09 | 重庆交通职业学院 | Intelligent scheduling control method and system for railway vehicle |
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| Publication number | Publication date |
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| BR112022003328A2 (en) | 2022-05-24 |
| US20220281498A1 (en) | 2022-09-08 |
| WO2021037237A1 (en) | 2021-03-04 |
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