CN114162179A

CN114162179A - Flexible grouping establishing method, system, equipment and storage medium

Info

Publication number: CN114162179A
Application number: CN202111469900.7A
Authority: CN
Inventors: 张士臣; 任丛美; 曹春伟; 刘雁翔; 邵立云; 王蒙
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2021-12-03
Filing date: 2021-12-03
Publication date: 2022-03-11
Also published as: WO2023097840A1

Abstract

The application provides a flexible grouping establishing method, a system, equipment and a storage medium, wherein the method is applied to a first train and comprises the following steps: acquiring a train information list sent by a data interaction center; communicating with a second train according to the train information list; receiving a second topological frame sent by a second train based on the communication; and establishing flexible grouping according to the second topological frame. According to the method, after communication with other trains is carried out according to the train information list, topological frames sent by other trains are received based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Description

Flexible grouping establishing method, system, equipment and storage medium

Technical Field

The present application relates to the field of rail transit technologies, and in particular, to a method, a system, a device, and a storage medium for establishing a flexible group.

Background

With the rapid expansion of urban subway traffic scale and the development demand of future intellectualization, higher demands are put on flexible vehicle grouping and intelligent reconnection, namely, the application of the vehicle virtual grouping technology has higher and higher call.

The traditional subway vehicle is generally in a fixed marshalling mode, and reconnection or decompiling operation of the vehicle can be carried out through a car coupler according to passenger flow in different time periods so as to meet different passenger flow requirements. The traditional reconnection train can transmit longitudinal force between the reconnection trains through the coupler, so that the trains keep the same speed, and meanwhile, related vehicle information of front and rear vehicles is transmitted through electric wiring on the coupler. But the traditional coupler reconnection de-compilation operation is more complicated, more labor and time are consumed, and the operation efficiency of the whole line is greatly reduced.

The virtual marshalling is that two or more rows of vehicles are integrated into one train in a virtual reconnection control mode, and is different from the traditional fixed marshalling train, no coupler is arranged between the trains, manual participation is not needed, reconnection or decompiling can be completed through related signals, and the line operation efficiency is greatly improved.

Therefore, how to establish flexible grouping becomes a research focus.

Disclosure of Invention

To establish a flexible grouping, the present application provides a flexible grouping establishing method, system, device and storage medium.

In a first aspect of the present application, a flexible consist setup method is provided, the method being applied to a first train:

the method comprises the following steps:

acquiring a train information list sent by a data interaction center;

communicating with a second train according to the train information list;

receiving a second topological frame sent by the second train based on the communication;

and establishing a flexible grouping according to the second topological frame.

In a second aspect of the present application, a flexible marshalling establishment method is provided, where the method is applied to a ground control center:

the method comprises the following steps:

receiving operation information sent by a train;

and sending the operation information to a data interaction center, so that the data interaction center determines a train information list according to the operation information and sends the train information list to a train, so that the train communicates with a second train according to the train information list, a second topological frame sent by the second train is received based on the communication, and a flexible marshalling is established according to the second topological frame.

In three aspects of the present application, a flexible grouping establishment method is provided, and the method is applied to a data interaction center:

the method comprises the following steps:

receiving operation information sent by a ground control center;

and determining a train information list according to the operation information, sending the train information list to the train so as to enable the train to communicate with a second train according to the train information list, receiving a second topological frame sent by the second train based on the communication, and establishing a flexible marshalling according to the second topological frame.

In four aspects of the application, a flexible marshalling establishing system is provided, and the system comprises a train, a ground control center and a data interaction center;

wherein the content of the first and second substances,

the train for performing the method of the first aspect;

said ground control center for performing the method of the second aspect;

the data interaction center is used for executing the method of the third aspect.

In a fifth aspect of the present application, there is provided an electronic device, comprising:

a memory;

a processor; and

a computer program;

wherein the computer program is stored in the memory and configured to be executed by the processor to implement the method of the first aspect; or configured to be executed by the processor to implement a method as described in the second aspect above; or configured to be executed by the processor to implement the method as described in the third aspect above.

In a sixth aspect of the present application, there is provided a computer-readable storage medium having a computer program stored thereon; the computer program is executed by a processor to implement the method according to the first aspect; alternatively, the computer program is executed by a processor to implement the method according to the second aspect; or executed by a processor to implement the method according to the third aspect.

After communicating with other trains according to the train information list, receiving topological frames sent by other trains based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1 is a schematic flowchart of a flexible grouping establishing method according to an embodiment of the present disclosure;

fig. 2 is a schematic flowchart of another flexible grouping establishing method according to an embodiment of the present disclosure;

fig. 3 is a flowchart illustrating another flexible grouping establishing method according to an embodiment of the present application.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

In the process of implementing the application, the inventor finds that the traditional subway vehicle is generally in a fixed marshalling mode, and reconnection or decompiling operation of the vehicle can be performed through a car coupler according to the passenger flow in different time periods so as to meet different passenger flow requirements. The traditional reconnection train can transmit longitudinal force between the reconnection trains through the coupler, so that the trains keep the same speed, and meanwhile, related vehicle information of front and rear vehicles is transmitted through electric wiring on the coupler. But the traditional coupler reconnection de-compilation operation is more complicated, more labor and time are consumed, and the operation efficiency of the whole line is greatly reduced.

Therefore, how to establish flexible grouping becomes a research focus.

Based on this, the present application provides a flexible grouping establishing method, system, device and storage medium, the method is applied to a first train, and the method comprises: acquiring a train information list sent by a data interaction center; communicating with a second train according to the train information list; receiving a second topological frame sent by a second train based on the communication; and flexible grouping is established according to the second topological frame, so that the establishment of the flexible grouping is realized.

Referring to fig. 1, the present embodiment provides a flexible consist setup method applied to a first train.

The first train is any train group, and the train is to be flexibly organized. That is, the "first" in the first train is merely used for identification and does not have any other meaning in order to distinguish other trains.

The establishment method applied to the flexible marshalling of the first train is implemented as follows:

101, obtaining a train information list sent by a data interaction center.

Wherein, the train information list is sent by the data interaction center.

Before step 101 is executed, each train (including a first train, which is any one group of trains) sends operation information to the ground control center in real time, after the ground control center receives the operation information sent by each train, the operation information is sent to the data interaction center, and the data interaction center determines a train information list according to the operation information and sends the train information list to the train. For example, the data interaction center obtains location information. And identifying the trains running on the same track in the same direction from the position information and the operation information. And determining a train information list according to the identified train. And sending the train information list to the train.

And 102, communicating with the second train according to the train information list.

The second train is any train group except the first train, and the flexible grouping establishment of the train is also to be carried out. That is, the "second" in the second train is used only for identification and does not have any other meaning in order to distinguish other trains. The second train and the first train are two different groups of trains, and the first train and the second train can establish a flexible marshalling by the method provided by the embodiment.

When step 102 is executed, the first train parses the train information list received in step 101 to obtain the number of trains. And if the number of the trains is more than 1 and the distance between the trains and the second train meets the critical communication distance, communicating with the second train.

The critical communication distance is the distance between two trains without collision accidents under any condition, the front train is in a static state, and the distance between the two trains calculated under the condition is the farthest distance which is the product of the maximum service braking distance and a preset value.

Taking the preset value as 1.5 as an example, the critical communication distance is the maximum service braking distance 1.5.

And 103, receiving a second topological frame sent by the second train based on the communication.

The second topological frame is only used for identification, and does not have any other meaning in order to distinguish the topological frames sent by other trains. That is, the second topology frame is a topology frame, and is a topology frame transmitted by the second train, that is, a topology frame of the second train.

In addition, the topology frame includes an initial operation flag, an IP address list, an initial operation completion flag, and the like.

The initial operation mark is used for describing whether the train is forbidden to form a train or not.

The initial operation completion mark is used for describing whether the train completes initial operation.

In step 103, in addition to receiving the second topology frame transmitted by the second train based on the communication, a second information frame transmitted by the second train is also received at the same time.

The second information frame is only used for identification, and does not have any other meaning in order to distinguish information frames sent by other trains. That is, the second information frame is a topology frame, and is an information frame transmitted by the second train, that is, an information frame of the second train.

And 104, establishing flexible grouping according to the second topological frame.

In particular, the method comprises the following steps of,

1. determining an operating curve

If it is determined from the second topological frame that the grouping condition is not satisfied, then

1.1 when the first train is in front of the second train, determining automatic driving.

1.2 when the first train is behind the second train, determining the flexible marshalling operation curve according to the operation information of the second train.

Because the topology frame includes the initial operation flag, which is used to describe whether the train to which the topology frame belongs is forbidden to form a train, the specific judgment method for determining that the train does not meet the formation condition according to the second topology frame is as follows:

and if the initial operation flag of the second topology frame is forbidden (such as the second train refuses to form the group), determining that the group condition is not met.

Alternatively, the first and second electrodes may be,

if the initial operation flag of the first topology frame of the first train is disabled (e.g., the first train rejects the consist), it is determined that the consist condition is not satisfied.

The "first" in the first topology frame is only used for identification, and does not have any other meaning in order to distinguish the topology frames sent by other trains. That is, the first topological frame is a topological frame of the first train.

Alternatively, the first and second electrodes may be,

and if the initial operation mark of the first topological frame is not forbidden and the initial operation mark of the second topological frame is not forbidden but the first train and the second train meet the forbidden marshalling condition, determining that the marshalling condition is not met.

The first train and the second train meet the forbidden marshalling condition as follows:

the lead curve in the first and second trains decelerates. Alternatively, the first and second electrodes may be,

and the front train in the first train and the second train enters the speed-limiting section. Alternatively, the first and second electrodes may be,

the first train and the second train cannot run the consist simultaneously for the set time.

For example, the time specified for the grouping is 10 minutes. That is, a premise for establishing a flexible consist for two trains is that the vehicles can be operated in the consist for 10 minutes.

If the train (i.e. the first train) rejects the marshalling (the initial operation mark in the topological frame is forbidden) or the adjacent train (i.e. the second train) rejects the marshalling (the initial operation mark in the topological frame is forbidden) or the two trains do not have marshalling conditions (the curve of the front train is decelerated, the front train enters the speed-limited road section and can not simultaneously operate the marshalling for a specified time), the front train keeps automatically operating (i.e. when the first train is positioned in front of the second train, the first train is the front train, automatic driving is determined at the moment), and the rear train determines the flexible marshalling operation curve according to the operation information of the front train (i.e. when the first train is positioned behind the second train, the first train is the waiting train, and the flexible marshalling operation curve is determined according to the operation information of the second train at the moment).

If it is determined from the second topological frame that the grouping condition is satisfied, then

2.1 determining an operating curve for the flexible consist from the operating data of the second train when the first train is behind the second train.

Wherein the operational data includes, but is not limited to, one or more of the following: position, velocity, acceleration.

In addition, after determining the operation curve of the flexible consist from the operation data of the second train, it is also confirmed whether the communication is stable, and if so, the flexible consist setup is considered to be completed.

The mode for determining the communication stability is as follows: the messages received continuously in n communication cycles do not lose packets, where n is a preset positive integer, for example, n is 10, that is, the messages in 10 communication cycles do not lose packets.

Since the second topology frame sent by the second train is received based on the communication in step 103, the packets continuously received in n communication periods do not lose packets, that is, the packets continuously received in n communication periods do not lose packets. If the second topology frame sent by the second train is received and the second topology frame sent by the second train is also received in step 103 based on communication, then the packets continuously received in n communication cycles do not lose packets, that is, the packets continuously received in n communication cycles do not lose packets, or the packets continuously received in n communication cycles do not lose packets.

In addition, after communicating with the second train according to the train information list, the method further includes: in addition, after step 102 is performed, the first topology frame and the first information frame are also transmitted to the second train.

The first information frame is only used for identification, and does not have any other meaning in order to distinguish information frames sent by other trains. That is, the first information frame is an information frame and is an information frame of the first train.

The relationship between the step of the first train sending the first topology frame and the first information frame to the second train and the step 103 may be various, for example, the first train sends the first topology frame and the first information frame to the second train first, and then the step 103 is executed. For another example, the first train first performs step 103, and then sends the first topology frame and the first information frame to the second train. Also for example, the first train simultaneously both sends the first topology frame and the first information frame to the second train and performs step 103.

Since there are two sets of adjacent trains (i.e., the first train's front train and the next train) for one train, the second train is one set of adjacent trains for the first train, and the first train has another set of adjacent trains, the other set of adjacent trains is named as the third train for the purpose of clearly distinguishing the two sets of different adjacent trains. That is, the third train is an adjacent train of the first train, and the third train is different from the second train.

The third train is just for identification, and does not have any other meaning for distinguishing other trains. That is, the third train is a set of trains that is another set of neighbors of the first train than the second train.

During the process of sending the first topological frame and receiving the second topological frame, the first train also receives a third topological frame sent by a third train.

Wherein the third topology frame. The third one in (1) is just for identification, and does not have any other meaning in order to distinguish topological frames of other trains. That is, the third topological frame is a topological frame that is transmitted by the third train, i.e., the third train.

If the third topological frame does not include the first IP address of the first train, the third topological frame is divided into a first topological frame and a second topological frame

1. And updating the first IP address list of the first train according to the position relation between the third train and the first train.

In particular, the method comprises the following steps of,

if the third train is located in front of the first train (i.e. the third train is a front train of the first train), then

1) And acquiring a second IP address list in the second topological frame.

2) And after the second IP address list is put into the first IP address in the first IP address list, an updated first IP address list is formed.

If the third train is located behind the first train (i.e. the third train is the rear train of the first train), then

1) And acquiring a second IP address list in the second topological frame.

2) And forming an updated first IP address list before the second IP address list is put into the first IP address in the first IP address list.

2. And forming a new first topology frame according to the updated first IP address list.

That is, the first train and the second train simultaneously calculate new topology frames in the process of mutually sending topology frames, if the topology frame received by the front train (such as the third train) does not contain the IP address of the self-vehicle (i.e. the first train), the topology frame IP address list of the rear train (i.e. the second train) is placed behind the IP address of the self-vehicle (i.e. the first train) to form a new IP address list to form a topology frame, if the topology frame received by the rear train (such as the third train) does not contain the IP address of the self-vehicle (i.e. the first train), the IP address list of the front train (i.e. the second train) is placed in front of the IP address of the self-vehicle (i.e. the first train) to form a new IP address list to form a topology frame, if the topology frame received by the train is consistent with the topology frame of the self-train, the initial operation is judged to be successful, the new topology frame is sent after the initial operation completion mark is set, when the initial operation completion marks of all the received and sent topology frames are consistent, it is determined that the flexible consist is established to be complete and the consist complete flag is set, and the train reference direction is set.

In addition, after the flexible grouping is established according to the second topological frame, the front vehicle can acquire the control right of the rear vehicle.

For example,

if the first train is located in front of the second train (i.e. the first train is the front train), then

And sending a control right acquisition request to the second train, wherein the control right acquisition request is used for indicating the second train to feed back a control right transfer response.

And after receiving a control right transfer response fed back by the second train, sending a control instruction to the second train, wherein the control instruction is used for indicating the second train to stop automatic driving.

If the first train is behind the second train (i.e. the first train is the rear train), then

And receiving a control right acquisition request sent by the second train.

And feeding back a control right transfer response to the second train.

And receiving a control instruction sent by the second train.

And stopping automatic driving according to the control instruction.

For example, if the first train is the front train, when the first train determines that the formation completion flag is 1, the control command is sent to the rear train (i.e., the second train) to request to acquire the control right, and when the rear train (i.e., the second train) determines that the formation completion flag is 1 and receives the control command of the front train (i.e., the first train), the control right transfer response is sent to the front train (i.e., the first train); the front train (namely the first train) sends a specific control command to the rear train (namely the second train) after receiving the response frame of the rear train (namely the second train), and the rear train (namely the second train) executes the control command of the front train (namely the first train) after receiving the control command and does not automatically drive any more.

For another example, if the first train is the rear train, after receiving the requirement of the front train (i.e. the second train) to acquire the control right, the broken-grouping completion flag is 1, and then the control right transfer response is sent to the front train (i.e. the second train); the front train (namely the second train) receives the response frame of the rear train (namely the first train) and then sends a specific control command to the rear train (namely the first train), and the rear train (namely the first train) executes the control command of the front train (namely the second train) after receiving the control command and does not automatically drive any more.

It should be noted that, if the distance between trains (such as the first train and the second train, the first train and the third train, etc.) is more than 200 meters, LTE-R or 5G can be used for communication, and if the distance is less than 200 meters, WIFI or radar can be used for communication.

According to the method provided by the embodiment, after the communication is carried out with other trains according to the train information list, topological frames sent by other trains are received based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Referring to fig. 2, the present embodiment provides a flexible marshalling establishment method, which is applied to a ground control center and implemented as follows:

and 201, receiving the running information sent by the train.

And 202, sending the operation information to a data interaction center.

And the data interaction center determines a train information list according to the operation information and sends the train information list to the train.

And then enabling the train to communicate with a second train according to the train information list, receiving a second topological frame sent by the second train based on the communication, and establishing a flexible marshalling according to the second topological frame.

According to the method, the running information sent by the train is sent to the data interaction center, so that the data interaction center determines a train information list according to the running information and sends the train information list to the train, and the train receives topological frames sent by other trains based on communication after communicating with other trains according to the train information list; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Referring to fig. 3, the embodiment provides a flexible grouping establishment method, which is applied to a data interaction center and implemented as follows:

301, receiving operation information sent by the ground control center.

And 302, determining a train information list according to the operation information and sending the train information list to the train.

In particular, the method comprises the following steps of,

1. position information is acquired.

2. And identifying the trains running on the same track in the same direction from the position information and the operation information.

3. And determining a train information list according to the identified train.

4. And sending the train information list to the train.

And enabling the train to communicate with a second train according to the train information list, receiving a second topological frame sent by the second train based on the communication, and establishing a flexible marshalling according to the second topological frame.

The method provided by the application comprises the steps that a train information list is determined according to operation information and is sent to a train, and then the train is communicated with other trains according to the train information list, and topology frames sent by other trains are received based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

The embodiment provides a flexible marshalling establishing system which comprises a train, a ground control center and a data interaction center.

In particular, the method comprises the following steps of,

401, the train sends operation information to the ground control center in real time.

402, the ground control center receives the operation information sent by the train.

And 403, the ground control center sends the operation information to the data interaction center.

And 404, the data interaction center receives the operation information sent by the ground control center.

And 405, the data interaction center determines a train information list according to the operation information and sends the train information list to the train.

In particular, the method comprises the following steps of,

1. position information is acquired.

3. And determining a train information list according to the identified train.

4. And sending the train information list to the train.

And 406, any train (such as the first train) in the trains acquires the train information list sent by the data interaction center.

The first train communicates with another train, such as a second train, according to the train information list 407.

For example, the first train parses the train information list to obtain the number of trains. And if the number of the trains is more than 1 and the distance between the trains and the second train meets the critical communication distance, communicating with the second train.

The first train receives 408 a second topology frame sent by the second train based on the communication.

In step 408, in addition to receiving the second topology frame transmitted by the second train based on the communication, a second information frame transmitted by the second train is also received simultaneously.

The first train establishes 409 a flexible consist according to the second topological frame.

In particular, the method comprises the following steps of,

1. determining an operating curve

Alternatively, the first and second electrodes may be,

In addition, after communicating with the second train according to the train information list, the method further includes: in addition, after step 407 is performed, the first topology frame and the first information frame are also transmitted to the second train.

During the process of sending the first topological frame and receiving the second topological frame, the first train also receives a third topological frame sent by another adjacent train (such as a third train).

In particular, the method comprises the following steps of,

1) And acquiring a second IP address list in the second topological frame.

For example,

And receiving a control right acquisition request sent by the second train.

And feeding back a control right transfer response to the second train.

And receiving a control instruction sent by the second train.

And stopping automatic driving according to the control instruction.

In the particular implementation of the present system,

1) the train sends position information and train information to a control center in real time in the running process;

2) the data interaction center identifies trains running on the same track in the same direction from the received train positioning information and sends a train information list to related trains;

3) the train receives the train information list and analyzes the list data, and when the number of the trains in the list is larger than 1 and the distance between the two trains enters a critical communication distance, the train-train communication is started;

4) the front and the back trains send information frames and topology frames to each other;

5) if the train refuses to marshalling (the initial operation mark in the topological frame is forbidden), or the train-bound refuses to marshalling (the initial operation mark in the topological frame is forbidden), or two trains of trains do not have marshalling conditions (the curve of the front train is decelerated, the front train enters a speed-limited road section, and the front train cannot simultaneously operate and marshalling for a specified time), the front train keeps automatically operating, and the rear train calculates a new operation curve according to the information sent by the front train to the rear train;

6) judging the distance between trains at any moment in the communication process, and calculating a new running curve by the front train and the rear train according to the position, the speed and the acceleration of the front train after the formation;

7) and (3) judging the vehicle-vehicle communication stability: the method comprises the following steps that continuous 10 messages of topological frame messages of adjacent trains received by the train are considered to be stable in communication without being lost, and the train can set a communication state flag to be 1;

8) the method comprises the steps that a train simultaneously calculates a new topological frame in the process of sending topological frames mutually, if the topological frame received by a front train does not contain the IP address of the train, the IP address list of a rear train is placed behind the IP address of the train to form a new IP address list to form a topological frame, if the topological frame received by the rear train does not contain the IP address of the train, the IP address list of the front train is placed in front of the IP address of the train to form a new IP address list to form a topological frame, if the topological frame received by the train is consistent with the topological frame of the train, the train is judged to run successfully, after an initial running completion mark is set, the new topological frame is sent, when the initial running completion marks of the topological frames received and sent by all the trains are consistent, a wireless marshalling control unit judges that marshalling is completed, and a wireless marshalling control unit sets a marshalling completion mark and sets a train reference direction;

9) when the front vehicle judges that the marshalling completion flag is 1, sending a control command to the rear vehicle to request to acquire a control right, and when the rear vehicle judges that the marshalling completion flag is 1 and receives the control command of the front vehicle, sending a control right transfer response to the front vehicle; the front vehicle sends a specific control command to the rear vehicle after receiving the response frame of the controlled vehicle, and the rear vehicle executes the control command of the front vehicle after receiving the control command and does not automatically drive any more.

In addition, after the flexible marshalling is established, interval control is carried out on the flexible marshalling operation. During control, the interval control of the front vehicle on the flexible grouping is embodied as follows: the front vehicle determines traction/braking force at each moment according to the traction/braking force information of the rear vehicle and transmits the determined traction/braking force to the rear vehicle. The interval control of the flexible marshalling by the rear vehicle is embodied in that: the traction/braking force information of the vehicle itself is transmitted to the preceding vehicle, and the traction/braking force determined by the preceding vehicle is executed. If the first train is positioned in front of the second train, the first train is a front train, and if the first train is positioned behind the second train, the first train is a rear train.

In the following, how the first train performs interval control on the flexible grouping is described with respect to two situations, namely, the situation where the first train is located in front of the second train and the situation where the first train is located behind the second train.

In the first case: the first train is positioned in front of the second train, and the first train is a front train and the second train is a rear train at the moment. The first train needs to determine the traction/braking force at each moment according to the traction/braking force information of the following train and transmit the determined traction/braking force to the following train. The second train needs to transmit its own traction/braking force information to the first train and perform the traction/braking force determined by the first train.

In particular, the first train party

A.1 determines the current operational phase of the flexible consist.

And A.2, performing interval control on the flexible grouping according to the current operation stage.

If the current operating phase is not the shutdown phase, then

And calculating the traction/braking force at the next moment, and performing interval control according to the traction/braking force at the next moment.

If the current operating phase is a parking phase, then

And when the distance between the train and the second train is not less than the parking interval, decelerating and parking based on the single train operation curve, calculating the traction/braking force at the next moment, and performing interval control according to the traction/braking force at the next moment.

And when the distance between the train and the second train is smaller than the parking interval, calculating the braking distance according to the current speed after the braking condition is determined to be met. And when the ground position information is acquired, calculating the current braking rate based on the braking distance and the acquired ground position information, carrying out deceleration braking according to the current braking force, calculating the traction/braking force at the next moment, and carrying out interval control according to the traction/braking force at the next moment.

No matter what the current operation stage is, as long as the traction/braking force at the next moment is calculated, the calculation method is as follows: and acquiring the traction/braking force information of the second train, and calculating the traction/braking force at the next moment according to the traction/braking force information.

Wherein, according to the traction/braking force information, the process of calculating the traction/braking force at the next moment is as follows:

and a.1, calculating the speed deviation according to a pre-obtained speed-interval distance curve, the distance between the second train and the current speed.

and a.2, determining the minimum distance of the interval control.

Specifically, the spacing control minimum distance is calculated by the following formula:

Smin＝Tsum*Vback+ΔS+d。

wherein the content of the first and second substances,

smin is the minimum distance of separation control.

Tsum is delay time, Tsum is tc + tp + tb, tc is communication interruption time, tp is algorithm execution time, and tb is brake application time after a brake command is sent.

Vback is the second train operating speed.

And delta S is the difference between the emergency braking distances of the first train and the second train.

d is a safety margin, e.g., d is 2 meters.

and a.3, calculating the traction/braking force at the next moment according to the speed deviation, the train speed limit, the limited acceleration value and the traction/braking force information on the premise of meeting the minimum distance of interval control.

In addition, no matter what the current operation stage is, as long as the interval control is carried out according to the traction/braking force at the next moment, the control process is as follows:

the tractive effort/braking effort at the next moment is sent to the flexible consist control unit of the second train by the flexible consist control unit. So that the second train forwards the traction/braking force at the next moment to a CCU (Central Control Unit) of the second train through the flexible consist Control Unit, and applies the traction/braking force at the next moment through the CCU of the second train so as to Control the speed of the second train.

In the second case: the first train is located behind the second train, and at the moment, the second train is a front train and the first train is a rear train. The second train needs to determine the traction/braking force at each moment according to the traction/braking force information of the rear train and send the determined traction/braking force to the rear train. The first train needs to send its own tractive effort/braking effort information to the second train and perform the tractive effort/braking effort determined by the second train.

Specifically, the first train sends traction/braking force information to the second train, so that the second train calculates the traction/braking force at the next moment according to the traction/braking force information, and performs interval control according to the traction/braking force at the next moment.

In addition, the next time tractive effort/braking effort sent by the second train is also received by the flexible consist control unit. The tractive effort/braking effort at the next moment is forwarded to the CCU of the second train by the flexible consist control unit. The next moment traction/braking force is applied by the CCU to control the speed of the first train.

Through the process of interval control of the flexible marshalling in the step 104, the marshalling of the train in the marshalling as a whole can be controlled by the marshalling operation of the head train on the basis of wireless marshalling and automatic operation among a plurality of trains. The method mainly comprises the steps of calculating an interval control curve after the train is marshalled, and controlling the train to keep a running interval in the flexible marshalling advancing process.

For example, the front train controls the advancing speed of the train in the marshalling according to real-time state signals of the position, the real-time speed, the braking distance, the working condition of a braking system and the like of the train and the braking distance of the train, so that the running distance of the flexibly marshalled train is kept, the train can be safely braked under special working conditions, and rear-end collision is avoided.

The operating conditions of the grouping operation are shown in table 1:

TABLE 1

Through the process, the flexible marshalling of the first train and the second train is realized, and the flexible marshalling operation is controlled after the marshalling. Besides the control process, fault early warning control can be carried out.

The precondition for controlling the fault early warning is to collect the corresponding sensor signals, synthesize the signals, preprocess and judge the signals, diagnose the fault until the fault early warning, control each link and the relevant relation aiming at the wireless flexible grouping, and carry out the early warning on the basis.

The fault early warning control process comprises the following steps:

and C.1, acquiring train operation data.

In the step, various data can be collected, and different data can trigger different early warning conditions to perform different early warnings.

The train data collected in this step includes:

the first type: single train network communication data

For example: MVB data is collected through an MVB (Multifunction Vehicle Bus) interface of a network communication fault early warning and diagnosis and analysis expert system.

TCN data is collected through a TCN (Train Communication Network) interface of a Network Communication fault early warning and diagnosis and analysis expert system.

ETH data is collected through an ETH (Ethereum) interface of a network communication fault early warning and diagnosis and analysis expert system.

The second type: on-line data of single train running gear

For example: temperature data and impact data are collected through the online monitoring and fault early warning device of the walking part.

In the third category: data of single train sliding plug door

For example: the method comprises the steps of collecting alarm information sent by a plurality of traffic routes of the sliding plug door through a sliding plug door fault early warning and safety protection system.

And collecting a stopping track through a sliding plug door fault early warning and safety protection system.

The fourth type: single train on-board device data

For example: and collecting fault information and state information of the vehicle-mounted equipment through the CCU.

The fifth type: train-to-train communication data of marshalling train

For example: and collecting messages of each communication period.

The sixth type: consist downgrade mode data

For example: and collecting the running mode and the train speed.

And C.2, performing fault diagnosis according to the train operation data.

For the first category: the fault diagnosis scheme of the single-train network communication data is as follows: and monitoring and analyzing the MVB data, the WTB data and the ETH data in real time through a network communication fault early warning and diagnosis analysis expert system, and capturing network abnormity.

For the second class: the fault diagnosis scheme of the single-train running gear online data is as follows: the temperature data and the impact data are monitored and analyzed in real time through the online monitoring and fault early warning device of the walking part, the typical damage of the steel rail is detected, and one or more of the following abnormalities are captured: bearing abnormality, gear transmission system abnormality, wheel pair abnormality.

For the third class: the fault diagnosis scheme of the single-train sliding plug door data is as follows: screening the acquired alarm information through the sliding plug door fault early warning and safety protection system, counting the maintenance information of the sliding plug door according to the screened alarm information of each traffic route and the parking track, and carrying out fault diagnosis according to the grade classification of the maintenance information.

For the fourth class: the fault diagnosis scheme of the single-train vehicle-mounted equipment data is as follows: and monitoring and analyzing the fault information and the state information of the vehicle-mounted equipment in real time through the CCU, and capturing the equipment abnormality.

For the fifth class: the fault diagnosis scheme of the train-vehicle communication data consists of the following steps: and determining the number of the continuously lost packets according to the messages of each communication period, and capturing communication abnormity according to the number of the continuously lost packets.

For the sixth class: the fault diagnosis scheme of the data of the degradation mode of the marshalling train is as follows: it is determined whether degraded mode operation occurs according to the operation mode. And if the speed of the train fluctuates after the operation in the degradation mode occurs, determining that the abnormal degradation mode is captured.

And C.3, determining whether the detection early warning condition is triggered or not according to the fault diagnosis result.

For the first category: the single train network communication data, whether it triggers the scheme is: and if the network abnormality is captured by the network communication fault early warning and diagnosis and analysis expert system, determining that the detection early warning condition is triggered.

For the second class: the on-line data of the single train running gear, whether the trigger scheme is: if any abnormality is captured by the online monitoring and fault early warning device of the walking part, or the typical damage of the steel rail is detected, the condition that the detection early warning is triggered is determined.

For the third class: the data of the single train sliding plug door, whether the triggering scheme is as follows: and carrying out fault diagnosis according to the grade classification of the maintenance information, and determining that the detection early warning condition is triggered when the fault diagnosis is that the fault occurs.

For the fourth class: the data of the single train vehicle-mounted equipment, whether the trigger scheme is as follows: and if the equipment abnormality is captured by the CCU, determining that the detection early warning condition is triggered.

For the fifth class: the train-vehicle communication data is composed, and whether the trigger scheme is: and if the number of the continuously lost messages reaches m, determining that the detection early warning condition is triggered.

Where m is a preset positive integer, for example, m is 10, that is, packet loss occurs in all the reports of 10 consecutive communication cycles.

The packet loss is that the message cannot be received and/or the topology frame in the received message is inconsistent with the local topology frame. That is, the packet loss condition may be that the packet cannot be received, or that the topology frame in the received packet is inconsistent with the local topology frame.

That is to say, the message cannot be received in m consecutive communication cycles, or the topology frame in the received message is inconsistent with the local topology frame. The message can not be received in all communication periods, the topological frames in the message received in all communication periods are inconsistent with the local topological frames, the message can not be received in part of the communication periods, and the topological frames in the message received in part of the communication periods are inconsistent with the local topological frames.

Wherein, the message which can not be received is a topology frame message or an information frame message.

For the sixth class: the data of the degradation mode of the marshalling train, whether the trigger scheme is: and if the abnormal degradation mode is captured, determining that the detection early warning condition is triggered.

And C.4, if the early warning condition is triggered, carrying out corresponding early warning.

The early warning mode can be various, such as large screen display, telephone communication with a responsible person, mail communication and the like.

Through the fault early warning control process, early warning and rescue can be carried out on various faults.

When the train can not run due to serious faults, the rescue train is manually driven to be linked with the rescue fault train, so that the fault train runs to the next station, the passengers are cleared and off the line, and then the train enters a maintenance area.

For example:

the first type: single train network communication failure

And the communication fault early warning and diagnosis and analysis expert system of the train assembly network. The system is arranged in a high-performance industrial computer, the computer provides MVB, TCN and ETH interfaces, and the MVB data, the WTB data and the ETH data can be monitored and analyzed in real time. The system equipment can be applied to various rail vehicles such as high-speed rail vehicles, intercity trains, subway vehicles and the like. The system can analyze MVB, WTB and ETH data meeting IEC 61375 standard, and can provide functions from physical layer signal quality analysis to protocol analysis. By analyzing the waveform characteristics of the signals, the frame sequence of the link layer and the protocol data, network abnormity is captured, risks and hidden dangers are found in advance, fault information is sent to the central control unit, and stable and reliable running of the train is guaranteed. The system can store the type data 3 minutes before and 1 minute after the fault at the moment of analyzing the fault, and is beneficial to later analysis and rectification.

The second type: on-line fault of single train running gear

The on-line monitoring and fault early warning device for the running gear of the subway train is an early warning device which is developed for guaranteeing the safe running of the subway train and monitors the fault state of the running gear on line and in real time. The device adopts a multi-parameter diagnosis mechanism and a fault diagnosis expert system which combine temperature monitoring and impact monitoring to comprehensively monitor key parts of a train running part and typical steel rail damage on line.

1) The early warning and accurate positioning of the faults of the bearing, the gear transmission system and the wheel set (such as tread pits, grinding, scratching, burning, corrosion, dents, cracking, damage, collision, polygon of the wheel set and the like) which are possibly harmful to the safe operation of the subway train are realized, and the important guarantee is provided for the safe operation of the subway train. Meanwhile, through analysis such as historical trend analysis, statistical analysis, comparative analysis and the like on the operation state and fault data, specialized component failure root cause analysis and train maintenance suggestions are provided;

2) the detection of the typical damage (such as rail corrugation) of the steel rail is realized, and a guidance suggestion is provided for the maintenance of the line.

When the monitoring system finds that the operation fault of the train is influenced, fault information is sent to the central control unit in time for the central control unit to make relevant decisions.

In the third category: single train sliding plug door failure

The method comprises the following steps that a sliding plug door fault early warning and safety protection system obtains warning information sent by a plurality of traffic routes of the sliding plug door; screening the alarm information; acquiring speed information of a train; determining a stopping track of the train according to the speed information; counting the maintenance information of the sliding plug door according to the screened alarm information and parking tracks of each traffic route; and determining the faults needing to be processed in time through the classification of the overhaul information levels, uploading the faults to the central control unit, and giving early warning in time by the central control unit.

The fourth type: single train on-board equipment failure

The train-mounted equipment has a self-diagnosis function, the train-mounted equipment timely sends fault information to the central control unit when a fault occurs, meanwhile, relevant communication data and equipment state information at the fault moment are recorded, and the central control unit executes relevant fault early warning and safety protection functions according to information levels and the number of the train-mounted equipment and a pre-configured algorithm.

The train-ground wireless transmission system sends the fault information to the ground control center in time, and the expert diagnosis system of the ground control center assists technicians in diagnosing the cause of the train fault so as to make work for later maintenance and improvement of the expert diagnosis system.

The fifth type: train-to-train communication failure of a consist train

The head car can not receive the message of the back car for 10 times continuously: the first vehicle processing algorithm is kept unchanged, a rear vehicle communication interruption mark is set in a topological frame data stream sent to a rear vehicle, and the initial running state is unfinished initial running;

the rear vehicle can not receive the message of the front vehicle for 10 times continuously: the processing algorithm of the front vehicle is kept unchanged, the back vehicle executes the decoding operation and carries out automatic operation, the back vehicle sends a communication interruption mark to the front vehicle and sets a communication interruption mark in the topological frame data stream, and the initial operation state is incomplete initial operation;

the head car and the rear car can not receive the data of the other side and reach 10 messages: the train sets the initial running state as the initial running unfinished state, the train automatically runs, and the train keeps transmitting the topological frame and the information frame continuously;

the number of the communication packet loss of the first vehicle and the rear vehicle is below 10 messages: recording the quantity of continuous packet loss, keeping the operation of the original grouping state, considering that the grouping operation is normal when the quantity of the continuous packet loss is less than 10, and keeping the control mode unchanged;

the head car and rear car consist status is repeated between build and compile: in order to avoid the working condition, communication is realized by adopting a redundancy technology, if the working condition is influenced by the external environment, whether the working condition is influenced by the external environment is investigated, auxiliary communication equipment is added under the environment to ensure that the problem of communication interference is eliminated, if the working condition cannot be solved, grouping reconnection is not carried out after 3 times of repetition on a software level, only the receiving and sending of a topological frame and an information frame are carried out, the initial operation state is set to be the initial operation unfinished state all the time, the initial operation is set to be finished until the continuous no-packet loss time is kept for 10 minutes, and the grouping operation is carried out.

The sixth type: consist downgrade mode failure

The method specifically comprises the following steps:

1) consist head car degradation mode failure

And (3) continuing the marshalling operation if the first train of the marshalling operation can continue to keep the highest speed operation of the rear train after the first train of the marshalling operation is operated in a degradation mode due to faults, and otherwise, executing the operation of decoding and avoiding (a first train aisle turnout mode) when the marshalling operation is carried out to the nearest avoiding zone.

2) Breakdown mode fault of train after marshalling

And after the train is operated in a degradation mode due to faults, if the train can continuously keep the highest speed operation of the rear train, the train is continuously operated in a marshalling mode, otherwise, after the communication between the two trains reaches the critical marshalling distance, the head train is disconnected and the independent operation of the head train is carried out respectively.

Besides, the train stop fault early warning device can give early warning to the train in marshalling

For example,

aiming at the problem that the first train of the marshalling train has a parking fault, the first train of the marshalling train has a parking fault (including an emergency braking condition) due to the fault, the marshalling train is not compiled, and the marshalling parking mode is executed.

Aiming at the parking fault of the rear train of the marshalling train, when the rear train of the marshalling train has the parking fault (including the emergency braking condition) due to the fault, the head train executes the order of the decoding, the head train keeps the autonomous operation mode after the decoding, and the rear train reports the fault execution parking mode.

And the fault of the traction system can be early warned.

For example: the two vehicles run in a deceleration mode without being unscrambled.

Front vehicle treatment: and calculating the traction loss degree of the train, correcting the operation curve, operating to the next station, and clearing the passengers and taking off the line.

A Train TCMS (Train Control and Management System) communicates with a TCU (Transmission Control Unit), and calculates a traction force that a Train can exert and a maximum operating speed by interactively confirming the number of failed TCUs; and if the maximum speed is less than the target speed, setting the target speed as the maximum running speed, correcting the running curve, running to the next station, performing decompiling, and removing the passengers.

And (3) rear vehicle treatment: grouping and operating according to the front vehicle instruction before decoding. The front vehicle enters the station switch and is de-compiled, and the rear vehicle resumes automatic operation control.

And the fault of the brake system can be early warned.

For example, the two-vehicle underspeed mode operates and is not de-compiled.

Front vehicle treatment: and calculating the braking loss degree of the train, correcting the operation curve, moving to the next station, and clearing the passengers and taking off the line.

After the flexible consist is established, any train in the consist (such as the first train, the second train, the third train or other trains in the consist) determines that the decommissioning condition is met, determines the target train and conducts decommissioning with the target train.

Wherein the content of the first and second substances,

after determining that the decoding condition is met, determining implementation details of the target train as follows:

wherein the de-coding conditions are as follows: each train operating line on which the virtual consist has been completed is not unique (e.g., the consist train will operate on a different line shortly thereafter), or communication with an adjacent train is interrupted, or a decompiling instruction is received.

For the edit condition that is not unique to each train operation line on which the virtual composition has been completed, only the head train may satisfy it, that is, only the head train may determine that the edit condition that is not unique to each train operation line on which the virtual composition has been completed is satisfied.

For the codec condition for receiving the codec command, only the non-head vehicle may satisfy it, that is, only the non-head vehicle may determine that the codec condition for receiving the codec command is satisfied.

For the solution condition of the communication interruption with the adjacent vehicle, the solution condition can be satisfied by the head vehicle or the non-head vehicle, that is, the head vehicle may determine that the solution condition of the communication interruption with the adjacent vehicle is satisfied, and the non-head vehicle may determine that the solution condition of the communication interruption with the adjacent vehicle is satisfied.

In addition, the scheme of determining the target train varies from one solution condition to another.

For example:

when the satisfied solution conditions are that each train operation line of the virtual marshalling is not unique, the scheme for determining the target train is as follows: and determining the trains with different running routes as target trains.

When the satisfied de-compiling condition is that a de-compiling instruction is received, the scheme for determining the target train is as follows: and determining the previous adjacent train as the target train.

When the satisfied decommissioning condition is that the communication with the adjacent train is interrupted, the scheme for determining the target train is as follows: and determining the adjacent train which sends the message as the target train.

The determination scheme of the communication interruption with the adjacent vehicle is as follows: and if packet loss occurs in the messages continuously received in the m communication periods, determining that the communication with the adjacent vehicle is interrupted, namely determining that the de-coding condition is met.

The message is sent by the same adjacent vehicle. m is a preset positive integer. For example, m is 10, that is, packets are lost in the reports of 10 consecutive communication cycles.

The packet loss condition may be that the packet cannot be received, or that the topology frame in the received packet is inconsistent with the local topology frame.

And (II) the implementation details of the de-compiling with the target train are as follows:

the specific implementation scheme of the de-braiding with the target train also varies with the de-braiding conditions.

The satisfied decommissioning condition is that each train operation line of the virtual marshalling is not unique,

1.1 monitoring the distance to the target train.

In specific implementation, the current running speed can be adjusted first. At this time, the implementation scheme of monitoring the distance between the train and the target train is as follows: and monitoring the distance between the target vehicle and an adjacent vehicle in front of the target vehicle according to the current running speed.

1.2 when the distance between the train and the target train reaches the critical communication distance, performing de-compilation with the target train.

In addition, the critical communication distance is the distance between two trains without collision accidents under any condition, the front train is in a static state, and the distance between the two trains calculated under the condition is the farthest, which is the product of the maximum service braking distance and the preset value.

In addition, when performing the de-compilation with the target train:

1) and sending the de-coding command to the target vehicle.

Wherein the decompiling command is used for indicating the target vehicle feedback response frame.

2) And after receiving the response frame fed back by the target vehicle, setting an initial operation mark in the topology frame as forbidden.

3) And sending the set topology frame to the target vehicle. The set topological frame is used for indicating the target vehicle to start an automatic driving mode, and the decoding is completed.

When the satisfied codec condition is that a codec command is received,

and 2.1, feeding back a response frame to the sending end of the de-coding instruction.

The response frame is used for indicating the decoding instruction sending end to set an initial operation mark in the topological frame as forbidden and sending the set topological frame.

2.2 when the initial operation mark in the received topological frame is forbidden, starting an automatic driving mode to finish the de-coding.

When the condition of de-compilation is satisfied and the communication with the adjacent vehicle is interrupted,

3.1 triggering emergency braking.

3.2 set topology frame.

Specifically, if the message cannot be received currently, the topology frame is initialized. And if the topology frame in the currently received message is inconsistent with the local topology frame, setting an initial operation completion flag of the topology frame to be in an incomplete state.

3.3 starting the automatic driving mode.

For example, if the train (at this time, only the first train, which may be the first train, the second train, or the third train, or other trains, which is not limited to which train the first train is specifically set) determines that the train is to run on a different route in the near future, the first train controls the operation of the following train according to the current running speed and the running distance difference between the two trains after the de-coding so that the distance between the two trains gradually increases, when the distance between the two trains reaches the critical communication distance, the train (which may only be the first train) issues the de-coding command to the following train, the following train receives the de-coding command and then returns a response frame, and after receiving the response frame, the train (which may be the first train) sets the running state in the topology frame to be prohibited to run for the first time, and when the rear vehicle receives the topological frame which prohibits the initial operation, starting an automatic driving mode to finish the decoding.

When the distance between the two vehicles exceeds the critical communication distance, the two vehicles respectively recover the automatic driving mode, the topology frame initialization and the control right initialization.

When the number of topology frame or information frame communication continuous lost packets between two vehicles exceeds 10 due to other reasons, the communication is considered to be interrupted, under the condition of communication interruption, the train which cannot receive the message initializes the topology frame of the vehicle and changes the topology frame into an automatic driving mode, and the train which can receive the message sets an initial operation completion mark as an incomplete state and changes the initial operation completion mark into the automatic driving mode when judging that the received topology frame is inconsistent with the local topology frame.

When the marshalling train needs to be decompiled, before the accurate positioning means detects that the positioning distance reaches the threshold value, the front train preferentially uses the accurate positioning means and redundantly uses the train to position and calculate the spacing distance between the two trains to obtain the spacing distance between the two trains, the front train controls the train spacing to gradually increase, after the accurate positioning means detects that the positioning distance reaches the threshold value, the train uses the train to position and calculate the spacing distance between the two trains, and the two trains are continuously controlled to be decompiled after the spacing between the trains reaches the marshalling communication critical distance; after the decoding, the back vehicle resumes the autonomous operation after the control command sent by the front vehicle is executed.

The embodiment provides a flexible marshalling establishing method, which can realize the establishment of flexible marshalling between trains. The following describes details of the flexible consist setup implementation provided in this embodiment, again with respect to a train consist operation process.

The trains are marshalled according to a marshallable list provided by a ground control center and the distance between the trains in the list, when the topological directories of the trains are consistent, the marshalling is finished, and the trains are provided with initial operation end marks; performing cooperative control on the head train according to the marshalling information; and the head vehicle sends a decoding command to perform decoding.

The marshalling train automatically runs on a line (the conditions of un-marshalling, entering and crossing are not achieved), the speed control curve from the current position to the position before entering is calculated by the marshalling train by adopting an automatic driving algorithm according to the conditions of arrival time, line gradient and the like, and the traction force and the braking force are reasonably applied according to the speed control curve so as to achieve the aim of saving energy.

The front vehicle in the marshalling is driven according to the automatic running mode of the single vehicle, and the front vehicle controls the application of the traction force and the braking force of the rear vehicle to carry out interval control.

1. The method provided by the embodiment is used for establishing marshalling

The train distance is more than 200m, and the wireless formation control unit calculates the train interval according to each acquired train position.

And after the distance is less than 200m, acquiring the relative distance between the front vehicle and the rear vehicle through an interval detection device.

For example:

1) two vehicles meet at turnout

The method comprises the following specific steps:

(1) two vehicles meeting at turnout on different routes

The train which firstly obtains the switch control right is the front train and preferentially passes through the switch;

before the front vehicle passage fork, the rear vehicle overtakes the front vehicle to establish marshalling;

the front vehicle passes through a turnout according to a single-vehicle aisle turnout mode;

the rear car runs through the turnout according to the command of the front car.

(2) Two vehicles on the same line meet at turnout

The rear vehicle overtakes the front vehicle, a marshalling is established, and the two-train marshalling passes through the turnout according to the mode that a single vehicle passes through the turnout.

2) After the two cars meet at the switch, the rear car overtakes the front car, at which time the flexible consist setup of the two cars is completed through steps 101 to 103.

And the marshalling train achieves a stable running process at a target interval for the rear vehicle to follow the front vehicle. The method achieves the aim of interval control by controlling the train to be at a certain interval in the running process and adopting a corresponding running speed mode.

And adjusting the target interval according to different working conditions of the two vehicles by the grouping cooperative control. The train is operated at an acceleration and a maximum deceleration during the shifting process, while the rate of change of the acceleration (jerk) should not affect the comfort of the passengers, and these values are determined according to the operating characteristics of the train.

According to the state of the front and rear vehicles when the marshalling is established, the working conditions are divided into the following 9 types:

(1) the front vehicle runs at a constant speed

The front vehicle runs at a constant speed of V1, the rear vehicle runs at a constant speed of V2, and V2 is more than V1. When the marshalling is established, the front vehicle obtains the position of the rear vehicle by using the vehicle-to-vehicle communication, and the distance between the front vehicle and the rear vehicle is calculated according to the position of the vehicle.

The decomposition of the constant-speed running scene of the front vehicle is shown in table 2.

TABLE 2

Serial number	Rear vehicle state at marshalling time	Control of rear vehicle behavior by front vehicle after marshalling
			1	At uniform speed	Constant speed->Run at reduced speed
2	Acceleration	Acceleration->Run at reduced speed
			3	Speed reduction	Deceleration to V1->Run at uniform speed

(2) Uniform acceleration of front vehicle

The front vehicle runs at a speed V1 for even acceleration, and the rear vehicle runs at a speed V2, V2> V1. When the marshalling is established, the front vehicle obtains the position of the rear vehicle by using the vehicle-to-vehicle communication, and the distance between the front vehicle and the rear vehicle is calculated according to the position of the vehicle.

The decomposition chart 3 of the front uniform acceleration running scene is shown.

TABLE 3

The LB1 is a deceleration distance, and after the front and rear vehicles run to reach the deceleration distance, the rear vehicle must run at a reduced speed.

(3) Front vehicle uniform deceleration operation

The front vehicle starts the uniform deceleration operation at the speed V1, and the rear vehicle operates at the speed V2, V2> V1. When the marshalling is established, the front vehicle obtains the position of the rear vehicle by using the vehicle-to-vehicle communication, and the distance between the front vehicle and the rear vehicle is calculated according to the position of the vehicle.

The decomposition of the front uniform deceleration operation scene is shown in table 4.

2. Interval control via step 104

And at the first moment after the marshalling is established, the traction and braking force information of the rear handle bar is sent to the front vehicle, and the force at the next moment is calculated on the basis of the traction and braking force exerted by the front vehicle and the rear vehicle.

When force is calculated at the next moment, speed-spacing distance curves of the rear vehicle under nine working conditions are calculated according to the front vehicle, positioning information of the rear vehicle is obtained through communication between the trains, and the relative spacing distance between the two trains is calculated; after a front train stably receives a signal sent by a rear train by adopting an accurate positioning means, the front train preferentially uses the accurate positioning means and redundantly uses the train positioning to calculate the distance between two trains to obtain the distance between the two trains; the method comprises the steps that a first train collects speed information of the train in real time, and speed deviation is calculated according to a distance between trains; according to the speed deviation, considering the speed limit, the acceleration limit and the acceleration limit value of the train, and calculating the traction/braking force required to be applied; the front vehicle sends traction/braking force to be applied to the rear vehicle wireless marshalling control unit through the wireless marshalling control unit, and the rear vehicle wireless marshalling control unit forwards the traction/braking force to the CCU; the rear CCU issues a request value to the traction system or the brake system of the train to apply traction to accelerate the train to a control speed or to apply braking force to decelerate the train to a prescribed value.

And the front vehicle calculates a speed-interval distance curve at intervals of a period of time (5s) and corrects the running deviation.

In the interval control process, the driving process after the front vehicle and the rear vehicle reach the stable target interval is as follows:

1) acceleration of front vehicle

The front and rear vehicles are accelerated by the speed V1 and then stably run at the speed V2.

The separation distance is S0: the front vehicle applies traction force first, and the front vehicle gradually applies traction force to the rear vehicle according to interval control. The front-rear vehicle interval gradually increases to the interval under the V2 running.

Wherein, S0 is the minimum target spacing distance of two vehicles when the two vehicles run smoothly. When the grouping is established, if the rear vehicle is in a constant speed or acceleration state, S0 is the minimum target spacing distance;

2) front vehicle uniform speed

(1) According to the load of the train, the front train and the rear train simultaneously apply traction force or braking force.

(2) And in the distance adjusting mode, the small segment spacing distance is adjusted.

When the vehicle interval is changed from S0 to S0+ d, the rear vehicle decelerates firstly and then accelerates, and finally runs stably at a speed V1 with the front vehicle;

when the vehicle interval is changed from S0 to S0-d, the rear vehicle accelerates first, then decelerates, and finally runs at a speed V1 with the front vehicle stably.

3) Front vehicle speed reduction

The front and rear vehicles run stably at the speed V2 after being decelerated from the speed V1.

1) The separation distance is S0: the front vehicle and the rear vehicle are firstly idled, and the brake is applied when the speed of the front vehicle is in the maximum speed allowable error; the rear vehicle gradually applies braking force according to interval control; the front and rear vehicle intervals are gradually reduced.

2) The separation distance is S1: the front vehicle applies braking force firstly, and the rear vehicle keeps at the speed V1 firstly, so that the interval is gradually reduced; after the LB1 is run, the speed is reduced to gradually reach the target spacing distance

And after the working condition changes, the head vehicle calculates the working condition changes, calculates the speed-spacing distance curve of the rear vehicle, calculates the traction/braking force required to be applied and sends the traction/braking force to the rear vehicle.

Wherein, S1 is the target spacing distance between the front and rear vehicles; when the formation is established, the rear vehicle is in a deceleration state, and S1 is the spacing distance when the speeds of the two trains are the same.

4) Switch passing mode

(1) The marshalling train has the same direction after passing through the turnout

The behavior of the marshalling turnout is not different from the behavior of the single-train passage turnout, which is equivalent to that the train body of a single train is lengthened, and the time for passing the turnout is lengthened.

(2) The marshalling train passes through the turnout in different directions

Grouping enters a decompiling mode.

5) The two cars do not separate after marshalling and crossing the turnout

The marshalling train passes through the turnout according to a single-train turnout passing mode.

6) Two-vehicle marshalling turnout-crossing de-marshalling process

When the destinations of the two vehicles are different, the two vehicles are decompiled before the turnouts on different lines. The two working conditions are that the turnout operates to different directions.

At the moment, the front vehicle establishes communication with the turnout at the turnout action distance L2, the turnout is controlled, and the front vehicle controls the turnout to act; the turnout is fed back at the feedback distance L3 in the turnout state at the latest, and after the turnout state is normal, the turnout is disassembled and compiled, and a front vehicle passes through the turnout; and (4) the turnout state feedback fault is realized, the front vehicle decelerates at the turnout deceleration, and the marshalling is not disassembled.

The rear vehicle begins operating at switch deceleration at switch actuation distance L2.

After the editing is carried out, the rear vehicle tries to communicate with the turnout, and after the control right is obtained, the turnout is controlled to move in different directions;

and calculating an operation curve according to the electronic map after crossing the turnout.

L2 is the maximum distance traveled by the train during the switch operation time + the maximum distance traveled by the train during the switch deceleration time.

L3 is the maximum distance traveled by the train during the deceleration time of the switch

The front vehicle passes through the turnout according to the single-vehicle aisle turnout mode, and the rear vehicle is debugged after the operation interval is gradually increased according to the command of the front vehicle. And after the vehicle is de-programmed, the rear vehicle determines an automatic operation control mode according to the current condition (the rear vehicle decelerates according to the deceleration of the turnout until stopping without obtaining turnout control in front of the turnout).

3. Parking process

During the parking, the front and rear vehicle speeds are gradually reduced from V1 to 0, and reduced from the operating interval S to the parking interval St.

Wherein St is a set target parking interval distance between the front and rear vehicles. And S is the actual spacing distance between the front vehicle and the rear vehicle.

The difference in distance to reliably control parking needs to be 0.3 m.

And when S > is St, the front vehicle decelerates and stops according to a single vehicle running curve, the rear vehicle reduces the distance from the front vehicle according to the interval control, after the interval reaches St, the front vehicle controls the rear vehicle to keep the interval distance to run for St, and the running interval is not further reduced according to the minimum interval.

When S is less than St, controlling the rear vehicle to decelerate at the constant-speed running stage of the front vehicle, and adjusting the interval between the front vehicle and the rear vehicle to change from S to St; the front vehicle decelerates and stops according to the single vehicle running curve, the front vehicle controls the rear vehicle to keep the spacing distance St, and the driving interval is not further reduced according to the minimum interval.

During the parking process, the speed of the front vehicle and the rear vehicle of the two wireless groups is gradually reduced to 0 from V1, and is reduced to the parking interval St from the interval S during the operation.

The front vehicle decelerates according to the running curve of the single vehicle and stops at the deceleration of the common brake; the deceleration of the rear vehicle is smaller than that of the front vehicle according to the interval control curve, and the interval between the rear vehicle and the front vehicle is gradually reduced.

The parking process of the front vehicle: the train is driven into a station at a certain speed, the speed is the initial speed before braking (for example, the speed is reduced to 9-11.5m/s), the train starts braking after the station is started, the distance from the train starting braking to the train complete stopping is called a braking distance, the train positioning is carried out according to a certain distribution (arrangement of beacons) in the distance, the ground position information of the position is obtained when the train passes through the beacons, the most suitable theoretical braking rate at the current position is obtained through the algorithm operation of a speed-distance operation module, and the theoretical braking rate is used as the actual braking rate to control the train to decelerate and brake. When the train reaches the next positioning position, the same process as above is performed until the train speed is zero, i.e., the train is stopped stably at the stopping point.

The parking process of the rear vehicle: the rear vehicle runs to a parking interval St from a running interval S, and when the front vehicle is braked to enter the station, the interval between the front vehicle and the rear vehicle is detected in real time; and the front vehicle calculates the traction and braking force applied by the rear vehicle according to the speed-interval curve.

In the system provided by the embodiment, the ground control center sends the running information sent by the train to the data interaction center; the data interaction center determines a train information list according to the operation information and sends the train information list to the train; after the train communicates with other trains according to the train information list, receiving topological frames sent by other trains based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Based on the same inventive concept of the flexible grouping establishing method, the embodiment provides an electronic device, which is located in a first train. The electronic device includes: memory, processor, and computer programs.

Wherein a computer program is stored in the memory and configured to be executed by the processor to implement the flexible grouping setup method as shown in figure 1.

In particular, the method comprises the following steps of,

and acquiring a train information list sent by the data interaction center.

And communicating with the second train according to the train information list.

And receiving a second topological frame sent by a second train based on the communication.

And establishing flexible grouping according to the second topological frame.

Optionally, before obtaining the train information list sent by the data interaction center, the method further includes:

and transmitting the operation information to the ground control center in real time so that the ground control center transmits the operation information to the data interaction center, and the data interaction center determines a train information list according to the operation information and transmits the train information list to the train.

Optionally, communicating with the second train according to the train information list includes:

and analyzing the train information list to obtain the number of the trains.

And if the number of the trains is more than 1 and the distance between the trains and the second train meets the critical communication distance, communicating with the second train.

Optionally, the critical communication distance is a product of the maximum service braking distance and a preset value.

Optionally, the preset value is 1.5.

Optionally, establishing a flexible grouping according to the second topology frame includes:

and if the marshalling condition is determined not to be met according to the second topological frame, determining automatic driving when the first train is positioned in front of the second train. And when the first train is positioned behind the second train, determining the operation curve of the flexible formation according to the operation information of the second train. And if the flexible marshalling operation curve meets the marshalling condition according to the second topological frame, determining the flexible marshalling operation curve according to the operation data of the second train when the first train is positioned behind the second train.

And establishing flexible marshalling according to the operation curve.

Optionally, the topology frame includes an initial operation flag, where the initial operation flag is used to describe whether the train to which the topology frame belongs is prohibited from marshalling.

Determining, from the second topological frame, that the grouping condition is not satisfied, including:

and if the initial operation mark of the second topological frame is forbidden, determining that the grouping condition is not met. Alternatively, the first and second electrodes may be,

and if the initial operation mark of the first topological frame of the first train is forbidden, determining that the marshalling condition is not met. Alternatively, the first and second electrodes may be,

Optionally, the first train and the second train meet the forbidden composition condition:

Optionally, the time specified for the consist is 10 minutes.

Optionally, the operational data comprises one or more of: position, velocity, acceleration.

Optionally, after determining the operation curve of the flexible consist according to the operation data of the second train, the method further includes:

and determining that the communication is stable.

Optionally, determining that the communication is stable comprises:

and continuously receiving the messages of n communication periods without packet loss, wherein n is a preset positive integer.

Optionally, the second topology frame sent by the second train is received, and meanwhile, the second information frame sent by the second train is also received.

The method for continuously receiving the messages of n communication cycles without packet loss comprises the following steps:

and no packet is lost when the second topology frame messages of n communication periods are continuously received. Alternatively, the first and second electrodes may be,

and the second information frame messages of n communication periods are continuously received without packet loss.

Optionally, after communicating with the second train according to the train information list, the method further includes:

and sending the first topological frame and the first information frame to a second train.

Optionally, the topology frame includes a list of IP addresses.

The method further comprises the following steps:

and receiving a third topological frame sent by a third train, wherein the third train is an adjacent train of the first train and is different from the second train.

And if the third topological frame does not comprise the first IP address of the first train, updating the first IP address list of the first train according to the position relation between the third train and the first train.

And forming a new first topology frame according to the updated first IP address list.

Optionally, updating the first IP address list of the first train according to the location relationship between the third train and the first train includes:

if the third row is located in front of the first row, then

And acquiring a second IP address list in the second topological frame.

And after the second IP address list is put into the first IP address in the first IP address list, an updated first IP address list is formed.

if the third row is behind the first row, then

And acquiring a second IP address list in the second topological frame.

And forming an updated first IP address list before the second IP address list is put into the first IP address in the first IP address list.

Optionally, after the flexible grouping is established according to the second topology frame, the method further includes:

if the first train is located in front of the second train, then

if the first train is behind the second train, then

And receiving a control right acquisition request sent by the second train.

And feeding back a control right transfer response to the second train.

And receiving a control instruction sent by the second train.

And stopping automatic driving according to the control instruction.

The electronic device provided by this embodiment, after communicating with other trains according to the train information list, receives topology frames sent by other trains based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Based on the same inventive concept of the flexible grouping establishing method, the embodiment provides an electronic device, and the electronic device is applied to a ground control center. The electronic device includes: memory, processor, and computer programs.

Wherein a computer program is stored in the memory and configured to be executed by the processor to implement the flexible grouping setup method as shown in figure 2.

In particular, the method comprises the following steps of,

and receiving the running information sent by the train.

And the data interaction center determines a train information list according to the operation information and sends the train information list to the train so that the train communicates with a second train according to the train information list, receives a second topological frame sent by the second train based on the communication, and establishes a flexible marshalling according to the second topological frame.

The electronic device provided by this embodiment sends the operation information sent by the train to the data interaction center, so that the data interaction center determines a train information list according to the operation information and sends the train information list to the train, and further, after the train communicates with other trains according to the train information list, the train receives topology frames sent by other trains based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Based on the same inventive concept of the flexible grouping establishing method, the embodiment provides an electronic device, and the electronic device is applied to a data interaction center. The electronic device includes: memory, processor, and computer programs.

Wherein a computer program is stored in the memory and configured to be executed by the processor to implement the flexible grouping setup method as shown in figure 3.

In particular, the method comprises the following steps of,

and receiving the operation information sent by the ground control center.

Determining a train information list according to the operation information, sending the train information list to the train so as to enable the train to communicate with a second train according to the train information list, receiving a second topological frame sent by the second train based on the communication, and establishing a flexible marshalling according to the second topological frame.

Optionally, determining a train information list according to the operation information, and sending the train information list to the train, including:

position information is acquired.

And identifying the trains running on the same track in the same direction from the position information and the operation information.

And determining a train information list according to the identified train.

And sending the train information list to the train.

The electronic device provided by this embodiment determines a train information list according to the operation information and sends the train information list to the train, so that after the train communicates with other trains according to the train information list, the train receives topology frames sent by other trains based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Based on the same inventive concept of the flexible grouping establishment method described above, the present embodiment provides a computer-readable storage medium located in the first train. On which a computer program is stored. The computer program is executed by a processor to implement the flexible grouping establishment method as shown in fig. 1.

In particular, the method comprises the following steps of,

and acquiring a train information list sent by the data interaction center.

And establishing flexible grouping according to the second topological frame.

and analyzing the train information list to obtain the number of the trains.

Optionally, the preset value is 1.5.

And establishing flexible marshalling according to the operation curve.

Optionally, the time specified for the consist is 10 minutes.

and determining that the communication is stable.

Optionally, determining that the communication is stable comprises:

Optionally, the topology frame includes a list of IP addresses.

The method further comprises the following steps:

if the third row is located in front of the first row, then

And acquiring a second IP address list in the second topological frame.

if the third row is behind the first row, then

And acquiring a second IP address list in the second topological frame.

if the first train is located in front of the second train, then

if the first train is behind the second train, then

And receiving a control right acquisition request sent by the second train.

And feeding back a control right transfer response to the second train.

And receiving a control instruction sent by the second train.

And stopping automatic driving according to the control instruction.

In the computer-readable storage medium provided in this embodiment, after a train communicates with other trains according to a train information list, a topology frame sent by the other trains is received based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Based on the same inventive concept of the flexible grouping establishment method, the present embodiment provides a computer-readable storage medium, which is located in a ground control center. On which a computer program is stored. The computer program is executed by a processor to implement the flexible grouping establishment method as shown in fig. 2.

In particular, the method comprises the following steps of,

and receiving the running information sent by the train.

The computer-readable storage medium provided in this embodiment transmits the operation information sent by the train to the data interaction center, so that the data interaction center determines a train information list according to the operation information and sends the train information list to the train, and further, after the train communicates with other trains according to the train information list, the train receives topology frames sent by other trains based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

Based on the same inventive concept of the flexible grouping establishing method, the embodiment provides a computer-readable storage medium, and the computer-readable storage medium is located in a data interaction center. On which a computer program is stored. The computer program is executed by a processor to implement the flexible grouping establishment method as shown in fig. 3.

In particular, the method comprises the following steps of,

and receiving the operation information sent by the ground control center.

position information is acquired.

And determining a train information list according to the identified train.

And sending the train information list to the train.

The computer-readable storage medium provided in this embodiment determines a train information list according to the operation information, and sends the train information list to the train, so that after the train communicates with other trains according to the train information list, the train receives topology frames sent by other trains based on the communication; and flexible marshalling is established with other trains according to the topological frame, so that the flexible marshalling is established.

As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein. The scheme in the embodiment of the application can be implemented by adopting various computer languages, such as object-oriented programming language Java and transliterated scripting language JavaScript.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims

1. A method of establishing a flexible consist, characterized in that the method is applied to a first train;

the method comprises the following steps:

acquiring a train information list sent by a data interaction center;

communicating with a second train according to the train information list;

and establishing a flexible grouping according to the second topological frame.

2. The method according to claim 1, wherein before the obtaining of the train information list sent by the data interaction center, the method further comprises:

and sending operation information to a ground control center in real time so that the ground control center sends the operation information to a data interaction center, and the data interaction center determines a train information list according to the operation information and sends the train information list to a train.

3. The method of claim 1 or 2, wherein said communicating with a second train according to said train information list comprises:

analyzing the train information list to obtain the number of trains;

and if the number of the trains is more than 1 and the distance between the trains and a second train meets the critical communication distance, communicating with the second train.

4. The method of claim 3, wherein the threshold communication distance is a product of a maximum service braking distance and a preset value.

5. The method according to claim 4, wherein the preset value is 1.5.

6. The method of claim 1 or 2, wherein the establishing flexible groupings according to the second topology frame comprises:

if it is determined according to the second topological frame that the grouping condition is not met, determining automatic driving when the first train is located in front of the second train; when the first train is behind the second train, determining a flexible marshalling operation curve according to the operation information of the second train; if the fact that the marshalling condition is met is determined according to the second topological frame, when the first train is located behind the second train, determining a flexible marshalling operation curve according to operation data of the second train;

and establishing flexible marshalling according to the operation curve.

7. The method according to claim 6, wherein the topology frame includes an initial operation flag, and the initial operation flag is used for describing whether the train is forbidden to be marshalled;

the determining, according to the second topological frame, that a grouping condition is not satisfied includes:

if the initial operation mark of the second topological frame is forbidden, determining that the grouping condition is not met; alternatively, the first and second electrodes may be,

if the initial operation mark of the first topological frame of the first train is forbidden, determining that the marshalling condition is not met; alternatively, the first and second electrodes may be,

and if the initial operation mark of the first topological frame is not forbidden and the initial operation mark of the second topological frame is not forbidden but the first train and the second train meet the forbidden formation condition, determining that the formation condition is not met.

8. The method of claim 7, wherein the first train and the second train meeting a forbidden consist condition are:

a leading curve in the first train and the second train is decelerated; alternatively, the first and second electrodes may be,

the front train in the first train and the second train enters a speed-limiting section; alternatively, the first and second electrodes may be,

the first train and the second train cannot run a consist simultaneously for a specified time.

9. The method of claim 8, wherein the grouping specifies a time of 10 minutes.

10. The method of claim 6, wherein the operational data comprises one or more of: position, velocity, acceleration.

11. The method of claim 10, wherein after determining an operating curve for a flexible consist from the operating data for the second train, further comprising:

and determining that the communication is stable.

12. The method of claim 11, wherein the determining that the communication is stable comprises:

13. The method according to claim 12, wherein said receiving a second topology frame sent by said second train is performed simultaneously with receiving a second information frame sent by said second train;

the continuously receiving the messages of n communication cycles without packet loss comprises:

continuously receiving second topological frame messages of n communication periods without packet loss; alternatively, the first and second electrodes may be,

14. The method of claim 1, after communicating with a second train according to the train information list, further comprising:

and sending a first topological frame and a first information frame to the second train.

15. The method of claim 14, wherein the topology frame includes a list of IP addresses;

the method further comprises the following steps:

receiving a third topological frame sent by a third train, wherein the third train is an adjacent train of the first train and is different from the second train;

if the third topological frame does not include the first IP address of the first train, updating a first IP address list of the first train according to the position relation between the third train and the first train;

16. The method of claim 15, wherein said updating the first list of IP addresses of the first train based on the location relationship of the third train to the first train comprises:

if the third row is located in front of the first row, then

Acquiring a second IP address list in a second topological frame;

17. The method of claim 15, wherein said updating the first list of IP addresses of the first train based on the location relationship of the third train to the first train comprises:

if the third row is behind the first row, then

Acquiring a second IP address list in a second topological frame;

18. The method of claim 1, wherein after establishing the flexible grouping according to the second topology frame, further comprising:

if the first train is located in front of the second train, then

Sending a control right acquisition request to the second train, wherein the control right acquisition request is used for indicating the second train to feed back a control right transfer response;

19. The method of claim 1, wherein after establishing the flexible grouping according to the second topology frame, further comprising:

if the first train is behind the second train, then

Receiving a request for acquiring the control right sent by the second train;

feeding back a control right transfer response to the second train;

receiving a control instruction sent by the second train;

and stopping automatic driving according to the control instruction.

20. The flexible marshalling establishing method is applied to a ground control center;

the method comprises the following steps:

receiving operation information sent by a train;

and sending the operation information to a data interaction center, determining a train information list according to the operation information by the data interaction center, sending the train information list to a train so as to enable the train to communicate with a second train according to the train information list, receiving a second topological frame sent by the second train based on the communication, and establishing a flexible marshalling according to the second topological frame.

21. The flexible marshalling establishing method is applied to a data interaction center;

the method comprises the following steps:

receiving operation information sent by a ground control center;

22. The method of claim 21, wherein determining a train information list from the operational information and sending the train information list to the train comprises:

acquiring position information;

identifying trains running on the same track in the same direction from the position information and the operation information;

determining a train information list according to the identified train;

and sending the train information list to a train.

23. The system for establishing the flexible marshalling is characterized by comprising a train, a ground control center and a data interaction center;

wherein the content of the first and second substances,

the train for performing the method of any one of claims 1-19;

the ground control center for performing the method of claim 20;

the data interaction center for performing the method of claim 21 or 22.

24. An electronic device, comprising:

a memory;

a processor; and

a computer program;

wherein the computer program is stored in the memory and configured to be executed by the processor to carry out the steps of any of claims 1-19; or configured to be executed by the processor to carry out the steps of claim 20; or configured to be executed by the processor to carry out the steps of claim 21 or 22.

25. A computer-readable storage medium, having stored thereon a computer program; the computer program being executable by a processor to perform the steps of any of claims 1-19; or, the computer program is executed by a processor to implement the steps of claim 20; alternatively, the computer program is executed by a processor to implement the steps of claim 21 or 22.