CN115384584A - Rail train operation control system and method - Google Patents
Rail train operation control system and method Download PDFInfo
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- CN115384584A CN115384584A CN202210931007.XA CN202210931007A CN115384584A CN 115384584 A CN115384584 A CN 115384584A CN 202210931007 A CN202210931007 A CN 202210931007A CN 115384584 A CN115384584 A CN 115384584A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0072—On-board train data handling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
- Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]
Abstract
The application relates to the technical field of rail transit, in particular to a rail train operation control system and a method, wherein the system comprises: the cloud control end is used for calculating and sending a first control instruction of each rail train in the first interval based on the operation data in the first interval; the side control ends are used for calculating and sending second control instructions of the rail trains in the second interval based on the operation data in the second interval; and the vehicle-mounted end determines an operation instruction based on the first control instruction, the second control instruction, the third control instruction and each corresponding weight, and the operation instruction is used for controlling the operation of the rail train. Compared with the method which only depends on the computing power of the rail train, the method has the advantages that the computing requirements of the operation data part of the rail train are distributed to the side control end and the cloud control end, and the cost of a vehicle-mounted end (the rail train) is reduced; meanwhile, all data are concentrated, so that data sharing of a multi-train system is facilitated, time delay is reduced, and accuracy of rail train control is enhanced.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a rail train operation control system and method.
Background
The rail train refers to a vehicle in rail transit, and comprises a subway, a light rail, a monorail, a tramcar, a rubber wheel guide tramcar, a magnetic suspension train and the like. Along with the improvement of the autonomy of the rail train operation, devices such as sensors on a vehicle-mounted end (namely the rail train) are continuously increased, and the rail train operation system has the functions of image recognition, traveling prediction, data analysis and the like, and can improve the safety, convenience and accuracy of rail train driving.
The vehicle-mounted end calculates the operation data of the rail train, the data of the rail equipment and the like, and controls the rail train to operate. The calculation amount that the vehicle-mounted end can bear is limited, and in the face of the rail train running data, the rail equipment data and the like which are increased along with the limitation, the vehicle-mounted end often has the defects of long delay, large control error, low train control accuracy and the like when controlling the rail train.
Disclosure of Invention
In order to solve one of the technical defects, an embodiment of the present application provides a rail train operation control system and a method, where the technical scheme is as follows:
according to a first aspect of embodiments of the present application, there is provided a rail train operation control system, the system including:
the system comprises a cloud control end, a central control unit and a central control unit, wherein the cloud control end corresponds to a first interval formed by all stations in a track and is used for calculating and sending a first control instruction of each rail train in the first interval based on operation data in the first interval;
the side control ends sequentially correspond to a second interval formed between two stations in the track, and the side control ends are used for calculating and sending second control instructions of each track train in the second interval based on the running data in the second interval;
and the plurality of vehicle-mounted terminals are used for receiving the first control instruction and the second control instruction, calculating to obtain a third control instruction of the local rail train based on the running data of the local rail train and the previous rail train in the same direction, determining a running instruction based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, and controlling the running of the local rail train.
According to a second aspect of the embodiments of the present application, there is provided a rail train operation control method applied to the rail train operation control system, the method including:
the cloud control end receives operation data in a first interval; the cloud control end calculates and sends a first control instruction of each rail train in the first interval based on the operation data in the first interval;
the side control end receives the operation data in the second interval; the side control end calculates and sends a second control instruction of each rail train in the second interval based on the operation data in the second interval;
the first control instruction and the second control instruction are used for the vehicle-mounted end to determine the running instruction of the rail train by combining a third control instruction and corresponding weights, the running instruction is used for controlling the running of the rail train, and the third control instruction is obtained by calculating running data of the vehicle-mounted end based on the rail train and a previous rail train in the same direction.
According to a third aspect of the embodiments of the present application, there is provided a rail train operation control method applied to the rail train operation control system, the method including:
the vehicle-mounted end receives a first control instruction and a second control instruction; the first control instruction is obtained by the cloud control end through calculation based on the operation data in the first interval, and the second control instruction is obtained by the edge control end through calculation based on the operation data in the second interval;
the vehicle-mounted end calculates to obtain a third control instruction of the rail train based on the running data of the rail train and the previous rail train in the same direction; the vehicle-mounted end determines weights corresponding to the first control instruction, the second control instruction and the third control instruction respectively; and the vehicle-mounted end determines an operation instruction of the local track train based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, wherein the operation instruction is used for controlling the local track train to operate.
By adopting the rail train operation control system provided by the embodiment of the application, the cloud control end receives first interval operation data formed by all stations in a rail, and calculates and obtains a first control instruction of a rail train in a first interval based on the operation data of the first interval; and the side control end receives second interval operation data formed between two stations in the track, and calculates a second control instruction of the track train in the second interval based on the operation data of the second interval. And the vehicle-mounted end of the rail train calculates to obtain a third control instruction of the rail train based on the operation data of the rail train and the operation data of the previous rail train in the same direction. And the vehicle-mounted end of the rail train determines an operation instruction based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, and the operation instruction is used for controlling the operation of the rail train. Compared with the method which only depends on the computing power of the rail train, the method has the advantages that the computing requirements of the operation data part of the rail train are distributed to the side control end and the cloud control end, and the cost of a vehicle-mounted end (the rail train) is reduced; meanwhile, all data are concentrated, so that data sharing of a multi-train system is facilitated, time delay is reduced, and accuracy of rail train control is enhanced.
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 structural view of a rail train operation control system according to embodiment 1;
fig. 2 is another schematic structural view of the rail train operation control system according to embodiment 1;
fig. 3 is an interactive flowchart of a rail train operation control method according to embodiment 2.
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 description of the present application, the terms "first", "second", "third", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, features defined as "first," "second," "third," etc. may explicitly or implicitly include one or more of the features. In the description of this application, "plurality," "plurality," and the like mean at least two, e.g., two, three, and the like, unless explicitly specified otherwise.
The rail train runs on the rail, multiple rows of rail trains can run on the same rail line at the same time, and the running of the rail trains can be automatically controlled through an automatic running mode. With the increasing requirements for safety, convenience, accuracy and the like of rail trains, devices such as sensors on the rail trains are increasing, so that the running data of the rail trains, the data of the rail devices and the like are rising rapidly. Under the condition that software and hardware equipment of a vehicle-mounted end (namely the rail train itself) is determined, the calculation amount born by the vehicle-mounted end is limited, and improper control on the rail train can be caused when the calculation is not timely performed only by the vehicle-mounted end; if software and hardware are added to the vehicle-mounted end to enhance the calculation capability of the vehicle-mounted end, the cost and complexity of the rail train will increase.
Example 1
In view of the above technical problems, the present embodiment provides a rail train operation control system, as shown in fig. 1, fig. 1 is a schematic structural diagram of the rail train operation control system, and the rail train operation control system includes a cloud control end 101, an edge control end 20, and a vehicle-mounted end 30. The edge control terminal 20 and the vehicle-mounted terminal 30 each include a plurality of terminals. The cloud control end 101 is located at the cloud end and serves as a control center, a first interval is formed corresponding to a whole track, the cloud control end 101 can acquire running data of a whole track train and track equipment in the first interval, calculation is carried out based on the running data in the first interval, the running trend of each track train in the first interval is obtained through prediction, and a control running route is planned for each track train. That is, the cloud control end 101 calculates a first control instruction of each rail train in the first interval according to all the operation data in the first interval, and after the first control instruction is calculated, the first control instruction may be sent to the corresponding rail train in the first interval, and the first control instruction may be used to control each rail train.
For example, as shown in fig. 2, fig. 2 is another structural schematic diagram of the rail train operation control system. The entire track line includes 6 stations (station a, station b, station c, station d, station e, and station f) and 5 trains of rail trains (first rail train 301, second rail train 302, third rail train 303, fourth rail train 304, and fifth rail train 305). The 6 stations form a first interval, and the cloud control end 101 corresponds to the first interval formed by the 6 stations. The cloud control end 101 may obtain all the operation data from the first interval, and calculate a first control instruction of each rail train in the first interval according to the operation data in the first interval. That is, the cloud control end 101 calculates first control instructions corresponding to the first rail train 301, the second rail train 302, the third rail train 303, the fourth rail train 304, and the fifth rail train 305, and then sends each first control instruction to the corresponding rail train.
As shown in fig. 1, the side control terminals include a plurality of side control terminals, which may be arranged beside the track according to the position between the stations and/or the complexity of the track equipment between the stations, and the plurality of side control terminals sequentially correspond to the second interval formed between two stations in the whole track. And each side control end receives and acquires all the operation data in the corresponding second interval, predicts the operation trend of the train according to the operation data in the second interval and plans and controls the operation route for each rail train. And each side control end receives and acquires the operation data in the corresponding second interval, and calculates based on the operation data in the second interval to obtain a second control instruction of each rail train in the second interval, wherein the second control instruction can be used for controlling each rail train. After the second control command is obtained through calculation, the side control end 20 may send the second control command to the corresponding rail train in the second section. The image processing, the data unloading, the state analysis and the like can be arranged at the side control end for processing, the communication delay with the rail train is reduced, and therefore the rail train can be accurately controlled.
For example, as shown in fig. 2, the full 6 stations of the track include 3 second intervals, the first interval being formed by stations a to c, the second interval being formed by stations c to d, and the third interval being formed by stations d to f. The first edge control terminal 201 corresponds to a first second interval, the second edge control terminal 202 corresponds to a second interval, and the third edge control terminal 203 corresponds to a third second interval. The first edge control end 201 receives and acquires all operation data in the first and second intervals, and calculates and sends second control instructions corresponding to the first rail train 301 and the second rail train 302 based on the operation data; the second side control end 202 receives and acquires all the operation data in the second interval, and calculates and sends a second control instruction corresponding to the third rail train 303 based on the operation data; the third side control end 203 receives and acquires all the operation data in the third and second intervals, and calculates and sends second control instructions corresponding to the fourth rail train 304 and the fifth rail train 305 based on the operation data.
As shown in fig. 1, the vehicle-mounted end is located at a rail train, and the vehicle-mounted end can control the operation of the rail train, each rail train corresponds to one vehicle-mounted end, and a plurality of rail trains can be operated simultaneously in the whole track line. And the vehicle-mounted end receives the running data of the local rail train and the running data of the previous rail train in the same direction, and calculates to obtain a third control instruction of the local rail train based on the running data of the local rail train and the running data of the previous rail train in the same direction, wherein the third control instruction is used for controlling the running of the local rail train. The vehicle-mounted end receives the corresponding first control instruction and the second control instruction, can obtain or determine the weight of the first control instruction, the weight of the second control instruction and the weight of the third control instruction, and calculates the operation instruction of the local rail train based on the first control instruction, the weight corresponding to the second control instruction, the weight corresponding to the third control instruction and the weight corresponding to the third control instruction, wherein the operation instruction is used for controlling the operation of the local rail train.
For example, as shown in fig. 2, the fourth rail train 304 and the fifth rail train 305 travel in the same direction and travel from station a to station f. The vehicle-mounted end corresponding to the fourth rail train 304 receives the operation data of the fourth rail train 304 and the operation data of the fifth rail train 305, and calculates a third control instruction of the fourth rail train 304 based on the operation data of the fourth rail train 304 and the operation data of the fifth rail train 305. The fourth rail train 304 receives the first control instruction sent by the cloud control end 101 and the second control instruction sent by the third control end 203, and determines weights corresponding to the first control instruction, the second control instruction and the third control instruction, so that an operation instruction of the fourth rail train 304 is calculated and determined.
In summary, the cloud control end receives operation data of a first interval formed by all stations in the track, and calculates to obtain a first control instruction of each rail train in the first interval based on the operation data of the first interval; and the side control end receives the operation data of a second interval formed between two stations in the track, and calculates to obtain a second control instruction of each rail train in the second interval based on the operation data of the second interval. And the vehicle-mounted end of the rail train calculates to obtain a third control instruction of the rail train based on the operation data of the rail train and the operation data of the previous rail train in the same direction. And the vehicle-mounted end of the rail train determines an operation instruction based on the first control instruction, the second control instruction, the third control instruction and each corresponding weight, and the operation instruction is used for controlling the operation of the rail train. Compared with the method which only depends on the computing power of the rail train, the method has the advantages that the computing requirements of the operation data part of the rail train are distributed to the side control end and the cloud control end, and the cost of a vehicle-mounted end (namely the rail train) is reduced; meanwhile, all data are concentrated, data sharing of a multi-train system is facilitated, time delay is reduced, and accuracy of rail train control is improved.
In one or more embodiments, the operation data of the first section includes at least one of position information, speed information, operation plan information, operation state information, and state information of the rail device operating in the same direction of all the rail trains within the first section; and/or the operation data of the second interval comprises at least one of position information, speed information, operation plan information, operation state information and the state information of the track equipment which operates in the same direction of the second interval. The running states of the rail train comprise normal train, train fault, train right time and train late time; the rail equipment comprises signal lamps, transponders, axle counting, rails, safety doors, platform screen doors and the like, the rail equipment running in the same direction refers to the rail equipment in the running direction of the rail train, and the states of the rail equipment comprise normal states and faults. In some embodiments, the side control end may further calculate to obtain the second control instruction by using image data captured by an image sensor on the rail train and corresponding operation data in the second interval. It should be noted that the operation data in the first interval may be directly sent to the cloud control end, or may be sent to the corresponding edge control end first and then sent to the cloud control end.
The operation data of the local rail train and the previous rail train in the same direction comprises at least one of position information, speed information, operation plan information and operation state information of the local rail train and position information, speed information, operation plan information and operation state information of the previous rail train in the same direction. The running states of the local track train and the same-direction previous track train comprise normal train, train fault, train right time and train late time, after the position of the local track train and the position of the same-direction previous track train are determined, the actual interval between the local track train and the same-direction previous track train can be determined, and then a third control instruction is determined according to the actual interval, the safety interval, the speed, the running plan, the running state and the like. In some embodiments, when the vehicle-mounted end calculates the third control instruction by using the running data of the local rail train and the previous rail train in the same direction, the vehicle-mounted end may further determine the third control instruction by combining the state information of the device on the same-direction running rail in the preset range in front of the local rail train. It should be noted that, a person skilled in the art may select the length of the preset range according to actual situations, and the length is not limited herein.
In one or more embodiments, the first control instructions, the second control instructions, the third control instructions, and the execution instructions comprise: control state, control direction, output percentage, and output time. The control states comprise normal traction, normal braking, emergency braking and coasting; controlling direction includes traction and braking; the output percentage comprises the percentage of the maximum traction and the percentage of the maximum braking and represents the magnitude of the traction or the braking force output by the rail train; the output time includes a traction time period and a braking time period, and represents a time period for controlling the rail train. The operating instructions may be determined by a first mathematical model, which may include:
C(s,d,p,t)＝α 1 *C 1 (s,d,p,t)+α 2 *C 2 (s,d,p,t)+α 3 *C 3 (s,d,p,t)
where C (s, d, p, t) represents an operation instruction, C 1 (s, d, p, t) denotes a first control command, α 1 Representing a first weight, C, corresponding to the first control command 2 (s, d, p, t) represents a second control command, α 2 Representing a second weight corresponding to a second control command, C 3 (s, d, p, t) represents a third control command, α 3 And represents a third weight corresponding to the third control instruction, s represents a control state, d represents a control direction, p represents an output percentage, and t represents an output time.
The first weight corresponds to the first control instruction, and the vehicle-mounted end can determine the first weight based on the communication quality with the cloud control end, the state of the co-running track equipment in the first interval, the running state of the local track train, the distance between the local track train and the co-running previous track train and the number of the track trains in the first interval. The first weight may be determined by a second mathematical model comprising:
α 1 ＝a 1 *b 1 *c 1 *d 1 *e 1
in the formula, alpha 1 Represents a first weight, a 1 Weight assignment representing communication quality based on the vehicle-mounted terminal and the cloud control terminal, b 1 A weight assignment representing a state of the device based on the co-operating track within the first interval, c 1 Representing operation of local rail-based trainsWeight assignment of states, d 1 Weight assignment, e, representing the distance of the local rail train from the preceding rail train in the same direction 1 A weight assignment indicative of a number of rail trains within the first block.
Wherein, a 1 、b 1 、c 1 、d 1 And e 1 The value range of (A) is between 0 and 1. The better the communication quality between the vehicle-mounted end and the cloud control end (for example, the shorter the communication time), the better a 1 The larger the value of (A) is, the smaller the value of (B) is otherwise; the better the state of the same-direction running track equipment in the first interval (for example, the higher the proportion of the track equipment which normally works), the better b 1 The larger the value of (A) is, the smaller the value of (B) is otherwise; the better the running state of the rail train (if no fault occurs and the rail train is in a positive position), c 1 The larger the value of (A) is, the smaller the value of (B) is otherwise; the distance between the track train and the previous track train in the same direction is greater than the safety distance, and d 1 The larger the value of (A), the smaller the value of (B) is, otherwise; the smaller the number of rail trains in the first section, the less e 1 The larger the value of (A) is, the smaller the value of (B) is, otherwise.
The second weight corresponds to the second control instruction, and the vehicle-mounted end can determine the second weight based on the communication quality of the control end corresponding to the edge, the state of the equipment corresponding to the same-direction running track in the second interval, the running state of the train of the local track, the distance between the train of the local track and the previous train of the same direction, and the number of the trains corresponding to the second interval. The second weight may be determined by a third mathematical model comprising:
α 2 ＝a 2 *b 2 *c 2 *d 2 *e 2
in the formula, alpha 2 Represents a second weight, a 2 Weight assignment representing communication quality based on the vehicle-mounted terminal and the corresponding edge control terminal, b 2 A weight assignment representing a state based on the corresponding co-operating track device in the second interval, c 2 Weight assignment representing the operating state of the local-rail-based train, d 2 Weight assignment indicating a distance based on the current rail train from the preceding rail train in the same direction, e 2 The representation is assigned a weight based on the number of rail trains within the corresponding second interval.
Wherein, a 2 、b 2 、c 2 、d 2 And e 2 The value range of (A) is between 0 and 1. The better the communication quality between the vehicle-mounted terminal and the corresponding side control terminal (for example, the shorter the communication time is), the better a 2 The larger the value of (A) is, the smaller the value of (B) is otherwise; the better the state of the same-direction running track equipment in the corresponding second interval (for example, the higher the proportion of the track equipment which normally works), the better b 2 The larger the value of (A) is, the smaller the value of (B) is otherwise; the better the running state of the rail train (if no fault occurs and the rail train is in a positive position), c 2 The larger the value of (A) is, the smaller the value of (B) is otherwise; the distance between the track train and the previous track train in the same direction is greater than the safety distance, and d 2 The larger the value of (A), the smaller the value of (B) is, otherwise; the smaller the number of rail trains in the corresponding second section, the smaller e 2 The larger the value of (A) is, the smaller the value of (B) is, otherwise.
The third weight corresponds to a third control instruction, and the vehicle-mounted end can determine the third weight based on the state of the same-direction running trackside equipment in the preset range in front of the local track train, the running state of the local track train and the distance between the vehicle-mounted end and the previous track train in the same direction. The third weight may be determined by a fourth mathematical model comprising:
α 3 ＝b 3 *c 3 *d 3
in the formula, alpha 3 Represents a third weight, b 3 Weight assignment representing the state of the same-direction running trackside equipment within a preset range based on the front of the local rail train, c 3 Weight assignment representing the operating state of the local-rail-based train, d 3 A weight assignment indicating a distance based on the current rail train from the previous rail train in the same direction.
Wherein, b 3 、c 3 And d 3 The value range of (A) is between 0 and 1. The better the state of the trackside equipment which runs in the same direction in the preset range in front of the railway train (if the proportion of the trackside equipment which works normally is higher), the better the state of the trackside equipment which runs in the same direction in the preset range in front of the railway train is, the higher the proportion of the trackside equipment which works normally is, the higher the state of the trackside equipment b is 3 The larger the value of (A) is, the smaller the value of (B) is otherwise; the better the running state of the rail train (if no fault occurs and the rail train is in a positive position), c 3 The larger the value of (A) is, the smaller the value of (B) is otherwise; the distance between the track train and the previous track train in the same direction is greater than the safety distance, and d 3 The more value ofLarge and vice versa smaller.
Example 2
The embodiment provides a rail train operation control method, and fig. 3 is an interactive flowchart of the rail train operation control method provided in the embodiment, and the method can be applied to a rail train operation control system in embodiment 1, where the system includes a plurality of vehicle-mounted terminals, a cloud control terminal, and a plurality of side control terminals. Although the processes described below include multiple operations occurring in a particular order, it should be clearly understood that the processes may include more or less operations which may be performed sequentially or in parallel (e.g., using parallel processors or a multi-threaded environment). As shown in fig. 3, the method comprises at least some of the following steps: (S101 to S110):
s101, the vehicle-mounted end sends the operation data in the first interval to the cloud control end.
The plurality of rail trains run on the rails, and the running data in the first interval comprises data of all the rail trains and the rail equipment. The vehicle-mounted end can directly send the operation data to the cloud control end, and the corresponding side control end can also send the operation data to the cloud control end. The operation data of the first section may be transmitted entirely from the vehicle-mounted terminal, or may be partially transmitted from the vehicle-mounted terminal. For details, please refer to the related description in embodiment 1, and the details are not repeated herein.
S102, the cloud control end calculates a first control instruction of each rail train in the first interval based on the operation data in the first interval.
The first control instruction is obtained by the cloud control end through calculation based on the operation data in the first interval, and after the first control instruction is obtained through calculation, the cloud control end can execute the step S103 and send the first control instruction of each rail train in the first interval to the vehicle-mounted end. It should be noted that the cloud control end may directly send the first control instruction to the vehicle-mounted end, or may send the first control instruction to the vehicle-mounted end via the corresponding side control end. For details, please refer to the related description in embodiment 1, which is not repeated herein.
And S104, the vehicle-mounted end sends the operation data in the second interval to the side control end.
The plurality of side control terminals may correspond to the plurality of second intervals one to one, the side control terminals receive the operation data in the corresponding second intervals, and the operation data in each second interval may include data of all the rail trains and the rail devices in the interval. It should be noted that the operation data in the second interval may be transmitted by the vehicle-mounted terminal entirely or may be transmitted by a part of the vehicle-mounted terminal. For details, please refer to the related description in embodiment 1, which is not repeated herein.
And S105, the side control end calculates a second control instruction of each rail train in the second interval based on the operation data in the second interval.
The second control instruction is obtained by the side control end through calculation based on the operation data in the second interval, and after the second control instruction is obtained through calculation, the side control end executes the step S106 and sends the second control instruction of each rail train in the second interval to the vehicle-mounted end. And the side control end sends each second control instruction to the corresponding vehicle-mounted end to ensure the normal operation of each rail train. For details, please refer to the related description in embodiment 1, which is not repeated herein.
S107, the vehicle-mounted end receives the first control instruction and the second control instruction.
The first control instruction and the second control instruction can participate in operation control of the rail train, the first control instruction can be directly sent to the corresponding rail train (namely, the vehicle-mounted end) by the cloud control end, and also can be sent to the corresponding side control end by the cloud control end firstly and then sent to the corresponding rail train (namely, the vehicle-mounted end) by the side control end. For details, please refer to the related description in embodiment 1, which is not repeated herein.
And S108, calculating to obtain a third control instruction of the rail train by the vehicle-mounted terminal based on the running data of the rail train and the previous rail train in the same direction.
And the vehicle-mounted end corresponding to each rail train calculates to obtain a third control instruction of the rail train according to the running data of the rail train and the previous rail train in the same direction, and the third control instruction can participate in the control of the rail train. For details, please refer to the related description in embodiment 1, which is not repeated herein.
S109, determining weights corresponding to the first control instruction, the second control instruction and the third control instruction respectively by the vehicle-mounted end.
The first control instruction, the second control instruction and the third control instruction all participate in the control of the rail train, and the importance of the first control instruction, the second control instruction and the third control instruction can be configured by determining the weight corresponding to each control instruction, so that the control of the rail train is more accurate. For details, please refer to the related description in embodiment 1, and the details are not repeated herein.
And S110, the vehicle-mounted end determines the running instruction of the railway train based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights.
And the operation instruction is used for controlling the operation of the rail train. For details, please refer to the related description in embodiment 1, and the details are not repeated herein.
It should be noted that, in the above method embodiment, the rail train operation control method is described only in an angle of interaction between the cloud control end, the side control end, and the vehicle-mounted end. In the above embodiment, the steps executed by the cloud control end may be implemented separately as a rail train operation control method of the cloud control end; the steps executed by the side control end can be independently realized as a rail train operation control method of the side control end; the execution steps of the vehicle-mounted end can be independently realized as a rail train operation control method of the vehicle-mounted end.
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 (10)
1. A rail train operation control system, the system comprising:
the system comprises a cloud control end, a central control unit and a central control unit, wherein the cloud control end corresponds to a first interval formed by all stations in a track, and is used for calculating and sending a first control instruction of each rail train in the first interval based on operation data in the first interval;
the side control ends sequentially correspond to a second interval formed between two stations in the track, and are used for calculating and sending second control instructions of each rail train in the second interval based on the running data in the second interval;
and the plurality of vehicle-mounted terminals are used for receiving the first control instruction and the second control instruction, calculating to obtain a third control instruction of the local rail train based on the running data of the local rail train and the previous rail train in the same direction, determining a running instruction based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, and controlling the running of the local rail train.
2. The rail train operation control system according to claim 1, wherein the operation data in the first section includes at least one of:
position information, speed information, operation plan information, operation state information and state information of the rail equipment which operates in the same direction of all the rail trains in the first interval; and/or the operating data in the second interval at least comprises one of the following:
and position information, speed information, operation plan information, operation state information and state information of the track equipment which operates in the same direction of the track train in the second interval.
3. The rail train operation control system according to claim 1 or 2, wherein the operation data of the present rail train and the preceding rail train in the same direction includes at least one of:
and the position information, the speed information, the operation plan information and the operation state information of the current rail train and the previous rail train.
4. The rail train operation control system according to any one of claims 1 to 3, wherein the first control command, the second control command, the third control command, and the operation command include:
control state, control direction, output percentage and output time; the control method comprises the steps of controlling the traction, the braking, the idling and the emergency braking, wherein the control state comprises normal traction, normal braking, idling and emergency braking, the control direction comprises traction and braking, the output percentage comprises the traction percentage and the braking percentage, and the output time comprises the traction duration and the braking duration.
5. The rail train operation control system of claim 4, wherein the operating instructions are determined by a first mathematical model comprising:
C(s,d,p,t)＝α 1 *C 1 (s,d,p,t)+α 2 *C 2 (s,d,p,t)+α 3 *C 3 (s,d,p,t)
wherein C (s, d, p, t) represents an operation instruction, and C 1 (s, d, p, t) represents a first control instruction, said α 1 Representing a first weight corresponding to a first control instruction, C 2 (s, d, p, t) represents a second control command, said α 2 Representing a second weight corresponding to a second control command, C 3 (s, d, p, t) represents a third control instruction, said α 3 And representing a third weight corresponding to a third control instruction, wherein s represents a control state, d represents a control direction, p represents an output percentage, and t represents an output time.
6. The rail train operation control system according to claim 5, wherein the on-board terminal determines the first weight based on a communication quality with the cloud control terminal, a state of a co-operating rail device in the first section, an operating state of a local rail train, a distance of the local rail train from a previous rail train in the same direction, and a number of rail trains in the first section.
7. The rail train operation control system according to claim 5, wherein the on-board terminal determines the second weight based on a communication quality with the corresponding side control terminal, a state of a corresponding one-way running rail device in the second section, an operation state of a local rail train, a distance between the local rail train and a preceding rail train in the same direction, and the number of rail trains in the corresponding second section.
8. The track train operation control system according to claim 5, wherein the on board terminal determines the third weight based on a state of a codirectionally running trackside device within a preset range in front of the local track train, an operation state of the local track train, and a distance between the local track train and a previous track train in the same direction.
9. A rail train operation control method applied to the rail train operation control system according to any one of claims 1 to 8, the method comprising:
the cloud control end receives operation data in a first interval;
the cloud control end calculates and sends a first control instruction of each rail train in the first interval based on the operation data in the first interval;
the side control end receives the operation data in the second interval;
the side control end calculates and sends a second control instruction of each rail train in the second interval based on the operation data in the second interval;
the first control instruction and the second control instruction are used for the vehicle-mounted end to determine the running instruction of the rail train by combining a third control instruction and corresponding weights, the running instruction is used for controlling the running of the rail train, and the third control instruction is obtained by calculating running data of the vehicle-mounted end based on the rail train and a previous rail train in the same direction.
10. A rail train operation control method applied to the rail train operation control system according to any one of claims 1 to 8, the method comprising:
the vehicle-mounted end receives a first control instruction and a second control instruction; the first control instruction is obtained by the cloud control end through calculation based on the operation data in the first interval, and the second control instruction is obtained by the edge control end through calculation based on the operation data in the second interval;
the vehicle-mounted terminal calculates to obtain a third control instruction of the rail train based on the running data of the rail train and the previous rail train in the same direction;
the vehicle-mounted end determines weights corresponding to the first control instruction, the second control instruction and the third control instruction respectively;
and the vehicle-mounted end determines the running instruction of the local rail train based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, wherein the running instruction is used for controlling the local rail train to run.
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