CN115946736A - Relative braking distance calibration method of virtual marshalling train tracking system - Google Patents

Abstract

The invention discloses a relative braking distance calibration method of a virtual marshalling train tracking system, which comprises the following steps of: s1, obtaining all line data in a marshalling line by marshalling vehicle-mounted equipment, and calculating a limit curve in front of a train in a virtual marshalling plan; s2, the front vehicle and the rear vehicle start to be grouped; s3, after the grouping is successful, determining the allowable speed V of the rear vehicle based on the vehicle-to-vehicle communication delay _{Rear end} (ii) a The invention predicts the position of the front vehicle in real time according to the position and the speed of the front vehicle, compares the relation between the actual position of the front vehicle and the predicted position of the front vehicle, compensates the position delay caused by factors such as wireless delay and the like, formulates a traction braking strategy of the rear vehicle, and further shortens the tracking interval of the front vehicle and the rear vehicle.

Description

Relative braking distance calibration method of virtual marshalling train tracking system

Technical Field

The invention relates to the field of virtual marshalling trains, in particular to a relative braking distance calibration method of a virtual marshalling train tracking system.

Background

With the continuous development of domestic railway industry, increasing the train operation density and reducing the train tracking interval become one of the important means for improving the railway transportation efficiency. The traditional railway signal system adopts fixed block, mobile block and other modes to ensure the driving safety of the train, but the tracking interval between trains still comprises at least one maximum braking distance and safety margin. With the continuous improvement of the running speed of the train, the maximum braking distance of the train is larger and larger, the tracking interval between trains is increased, and the traditional blocking mode cannot meet the operation requirement of the railway. And then, people propose virtual marshalling, and a rear vehicle formulates a corresponding traction braking strategy according to the running state reported by a front vehicle by using a vehicle-vehicle wireless communication technology, so that the tracking state is adjusted in real time, and the train tracking interval is greatly reduced. However, the existing virtual marshalling technology greatly depends on the precise positioning of the train and the train-to-vehicle communication technology, and when the wireless communication delay is serious or the train position is wrong, the tracking interval distance is also influenced.

Disclosure of Invention

The invention aims to solve the problem that the tracking interval distance of the virtual marshalling technology is influenced due to serious wireless communication delay or train position error at present.

In order to achieve the above object, the present invention provides a relative braking distance calibration method for a virtual consist train tracking system, comprising the following steps:

s1, obtaining all line data in a marshalling line by marshalling vehicle-mounted equipment, and calculating a limit curve in front of a train in a virtual marshalling plan;

s2, the front vehicle and the rear vehicle start to be grouped;

s3, in-process braidingAfter work, the allowable speed V of the rear vehicle is determined based on the vehicle-to-vehicle communication delay _{Rear end} 。

Preferably, the step S1 further comprises the steps of:

s11, after a virtual grouping plan is prepared, the ATS sends the virtual grouping plan to the RBC;

s12, each marshalling vehicle-mounted device establishes wireless communication with the RBC, obtains front driving permission and turnout information of a driving line, and reports the integrity state of the marshalling vehicle-mounted device to the RBC;

s13, calculating a limit curve by the marshalling vehicle-mounted equipment according to the current train position, the driving permission in front of the driving line and turnout information;

preferably, the integrity state of the train-mounted equipment refers to whether the train has a disjunction or not and whether the length of the train is complete or not, and the state comprises known integrity, unknown integrity and integrity loss.

Preferably, the step S2 further comprises the steps of:

s21, the RBC sends a marshalling command to a train in the marshalling, and each marshalling vehicle-mounted device replies the RBC to enter a marshalling state after receiving the marshalling command;

and S22, the front vehicle continues to run according to the limit curve, the rear vehicle is disconnected from the RBC, and a communication session is established with the front vehicle.

Preferably, if the integrity status of the grouped vehicle-mounted device received by the RBC is known, the step S21 is executed to perform grouping, and if the integrity status of the grouped vehicle-mounted device is unknown or lost, the grouping is not performed.

Preferably, when the rear vehicle enters a marshalling state, the ATS monitors the rear vehicle for wireless timeout, and if the rear vehicle successfully establishes a communication session with the front vehicle within a specified time, the ATS reports successful marshalling to the RBC; and if the rear vehicle does not successfully establish the communication session with the front vehicle within the specified time, the ATS triggers braking, the driving permission of the rear vehicle is shortened to the position of the head of the rear vehicle, grouping failure is reported to the RBC, and the step S2 is repeated until the grouping is successful.

Preferably, the step S3 further comprises the steps of:

s31, the front vehicle is T _{Front side} Periodically setting the current shortest braking distance L of the front vehicle as a period _{Front brake} Current train position D _{Front n} Vehicle length L _{Front vehicle length} And the current train speed V _{Front n} Sending the data to a rear vehicle;

s32, the rear vehicle brakes according to the shortest braking distance L of the front vehicle _{Front brake} Distance between front and rear vehicles and safety margin L _An Calculating the relative braking distance L of the rear vehicle based on the front vehicle _{Relative braking} And a reference value D of a driving permission destination of the following vehicle _{Rear 0} ；

S33, according to the wireless communication delay of the front vehicle and the rear vehicle, the reference value D of the driving permission terminal point based on the rear vehicle _{Rear 0} Calibrating the driving permission terminal of the rear vehicle;

s34, the rear vehicle drives the terminal according to the calibrated rear vehicle driving permission D _{Rear end} Calculating a limit curve and determining the allowable speed V of the current rear vehicle _{Rear end} 。

Preferably, in the step S32, a safety margin L is provided _An Stipulating as required; shortest braking distance L of front vehicle _{Front brake} Calculating according to the braking parameters and the running speed of the front vehicle; relative braking distance L of rear vehicle based on front vehicle _{Relative braking} ＝L _{Front brake} -L _{Front vehicle length} -L _An (ii) a Reference value D of driving permission terminal of rear vehicle _{Rear 0} ＝D _{Front n} +L _{Relative braking} 。

Preferably, the step S33 further includes the steps of:

s331, predicting the position of the front train in the next period by the rear train according to the position and the speed of the front train periodically sent by the front train;

s333, respectively comparing the actual positions D of the front vehicles in the three adjacent periods _{Front n} 、D _{Front n +1} 、D _{Front n +2} Predicted position D' of preceding vehicle _{Front n} 、D＇ _{Front n +1} 、D＇ _{Front n +2} Correcting the driving permission end point of the rear vehicle;

wherein, if the actual position of the front vehicle in three adjacent periodsIf the current position is larger than the predicted position of the front vehicle, the driving permission end point of the rear vehicle is determined as D _{Rear end} ＝D _{Rear 0} +(D _{Front n} +D _{Front n +1} +D _{Front n +2} -D＇ _{Front n} -D＇ _{Front n +1} -D＇ _{Front n +2} ) A/3; if the actual position of the front vehicle is smaller than the predicted position of the front vehicle in the three adjacent periods, the driving permission end point of the rear vehicle is determined as D _{Rear end} ＝D _{Rear 0} -(D _{Front n} +D _{Front n +1} +D _{Front n +2} -D＇ _{Front n} -D＇ _{Front n +1} -D＇ _{Front n +2} ) A/3; if the two conditions are not met, D _{Rear end} ＝D _{Rear 0} 。

Preferably, the step S331 specifically includes: firstly, predicting the vehicle-to-vehicle communication delay time T according to a Kalman gain model _{Delay time} (k + 1); and the rear vehicle predicts the position of the front vehicle in the next period according to the vehicle-to-vehicle communication delay time: d _{Front n +1} ＝V _{Front n} ×T _{Delay time} (n+1)+D _{Front n +1} 。

Preferably, when the codec is required, step S4 is executed: under the command of the ATS, the front vehicle and the rear vehicle disconnect the vehicle-vehicle communication, and the rear vehicle communicates with the RBC again.

Preferably, the step S4 further comprises the steps of:

s41, the ATS issues an unscrambling plan and sends the unscrambling plan to the RBC, the RBC sends the unscrambling plan to a front vehicle, and the front vehicle sends the unscrambling plan to a rear vehicle;

s42, the rear vehicle replies the front vehicle confirmation plan after receiving the plan, and reduces the current train speed of the rear vehicle to the current allowable speed V _{Rear end} When the distance between the rear vehicle and the front vehicle is greater than the maximum braking distance of the rear vehicle, the rear vehicle sends a message for confirming execution of the editing and the editing to the front vehicle;

s43, the front vehicle receives the back vehicle confirmation execution de-compiling message and then reports the message to the RBC, the RBC sends a vehicle-to-vehicle communication disconnection command to the front vehicle, and the front vehicle sends a communication ending command to the back vehicle after receiving the vehicle-to-vehicle communication disconnection command;

s44, after receiving the communication ending command, the rear vehicle disconnects the wireless connection with the front vehicle, establishes communication with the RBC and acquires the driving permission from the RBC;

and S45, after the RBC confirms that the rear vehicle drives out of the marshalling area through the position reported by the rear vehicle, sending an edition-disassembling completion message to the ATS to complete edition disassembling.

Compared with the prior art, the invention has the following beneficial effects:

1. compared with the traditional blocking mode, the scheme has the advantages that the driving permission of the rear vehicle is expanded from the original tail part of the front vehicle to the emergency braking stop point of the front vehicle, the train stopping distance is dynamically changed, the tracking interval between the front vehicle and the rear vehicle is greatly reduced, and the railway transportation efficiency is improved;

2. the scheme overcomes the defect that the rear vehicle can still continue to run according to the previous running permission after the communication interruption because the rear vehicle is braked and stopped emergently when the vehicle-to-vehicle communication is interrupted;

3. according to the scheme, the position of the front vehicle is predicted in real time according to the position and the speed of the front vehicle, the relation between the actual position of the front vehicle and the predicted position of the front vehicle is compared, position delay caused by factors such as wireless delay and the like is compensated, a rear vehicle traction braking strategy is formulated, and the tracking interval of the front vehicle and the rear vehicle is further shortened.

Drawings

FIG. 1 is a schematic flow diagram of the present invention;

FIG. 2 is a schematic diagram of communication relationships among ATS, RBC and train under different conditions in the embodiment of the present invention;

FIG. 3 is a schematic diagram of a rear vehicle dynamically tracking a front vehicle to calculate a relative braking distance;

fig. 4 is a flowchart of predicting the inter-vehicle communication delay time and predicting the preceding vehicle position.

Detailed Description

The technical solution, the structural features, the achieved objects and the effects of the embodiments of the present invention will be described in detail with reference to fig. 1 to 4 in the embodiments of the present invention.

It should be noted that the drawings are simplified in form and not to precise scale, and are only used for convenience and clarity to assist in describing the embodiments of the present invention, but not for limiting the conditions of the embodiments of the present invention, and therefore, the present invention is not limited by the technical spirit, and any structural modifications, changes in the proportional relationship, or adjustments in size, should fall within the scope of the technical content of the present invention without affecting the function and the achievable purpose of the present invention.

It is to be noted that, in the present invention, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.

To compensate for the effect of the wireless communication delay on the virtual consist train tracking system, the present embodiment provides a method for calibrating the relative braking distance of the virtual consist train tracking system, as shown in fig. 1, including the following steps:

s1, obtaining all line data in a marshalling line by marshalling vehicle-mounted equipment, and calculating a limit curve in front of a train in a virtual marshalling plan;

the on-board train equipment for marshalling includes on-board equipment on a front train and on-board equipment on a rear train adjacent to the front train, the front train and the rear train are a train in front of and behind in the train traveling direction, and the step S1 further includes the following steps:

s11, after a virtual marshalling plan is prepared, an ATS (automatic train monitoring system) sends the virtual marshalling plan to an RBC (radio block center);

s12, each marshalling vehicle-mounted device establishes wireless communication with the RBC, obtains front driving permission and turnout information of a driving line, and reports the integrity state of the marshalling vehicle-mounted device to the RBC;

the integrity state of the marshalling vehicle-mounted equipment refers to whether the train has disjointed or not and whether the train is complete in length or not, and the state comprises known integrity, unknown integrity and lost integrity; the state is usually determined by a high-low wind pressure test, and the test method is a conventional method and is not the key point of the scheme, so the detailed description is not repeated.

S13, calculating a limit curve by marshalling vehicle-mounted equipment (including vehicle-mounted equipment of a front vehicle and a rear vehicle) according to the current train position, the front driving permission of the driving line in the S12 and turnout information;

s2, the front vehicle and the rear vehicle start to be grouped;

s21, if the integrity status of the grouping vehicle-mounted device received by the RBC is known, the RBC sends a grouping command to the front car and the rear car, and the grouping vehicle-mounted device of the front car and the rear car replies that the RBC enters the grouping status after receiving the grouping command, as shown in fig. 2; if the integrity state of the grouped vehicle-mounted equipment received by the RBC is unknown or the integrity is lost, not grouping;

s22, after the front vehicle enters a marshalling state, continuing to drive according to the limit curve obtained by calculation in the S13; after the rear car enters the marshalling state, the communication connection with the RBC is disconnected, and a communication session is established with the front car, as shown in FIG. 2;

specifically, when the rear vehicle enters a marshalling state, the ATS monitors the rear vehicle for wireless timeout, and if the rear vehicle successfully establishes a communication session with the front vehicle within a specified time, the ATS reports successful marshalling to the RBC; if the rear vehicle does not successfully establish the communication session with the front vehicle within the specified time, the ATS triggers braking, the driving permission of the rear vehicle is shortened to the head position of the rear vehicle, the grouping failure is reported to the RBC, and the step S2 is repeated until the grouping is successful.

Wherein the specified time is generally 20s-30s.

S3, after the marshalling is successful, determining the allowable speed V of the rear vehicle based on the vehicle-vehicle communication delay _{Rear end} ；

S31, the front vehicle is T _{Front side} Periodically setting the current shortest braking distance L of the front vehicle for the vehicle-to-vehicle communication period _{Front brake} Current train position D _{Front n} Length L of the vehicle _{Front vehicle length} And the current train speed V _{Front n} Sending the data to a rear vehicle;

s32, as shown in figure 3, the rear vehicle is according to the front vehicleShortest braking distance L _{Front brake} Distance between front and rear vehicles and safety margin L _An Calculating the relative braking distance L of the rear vehicle based on the front vehicle _{Relative braking} And a reference value D of a driving permission destination of the following vehicle _{Rear 0} ；

Wherein a safety margin L _An Stipulating as required; shortest braking distance L of front vehicle _{Front brake} The method is characterized in that a front vehicle is obtained by calculation according to self brake parameters and running speed; relative braking distance L of rear vehicle based on front vehicle _{Relative braking} ＝L _{Front brake} -L _{Front vehicle length} -L _An (ii) a Reference value D of driving permission terminal of rear vehicle _{Rear 0} ＝D _{Front n} +L _{Relative braking} 。

S33, considering the wireless communication delay of the front vehicle and the rear vehicle, and based on the reference value D of the driving permission terminal of the rear vehicle _{Rear 0} Calibrating the driving permission end point of the rear vehicle;

because the communication between preceding car and the back car has the delay, the back car has moved one end distance forward when receiving preceding car position, consequently need compensate because the distance that preceding car walked of communication delay, specifically, include the following step:

s331, predicting the position of the front train in the next period by the rear train according to the position and the speed of the front train periodically sent by the front train;

the following train receives the position D of the preceding train sent by the preceding train in the current period _{Front n} And front train speed V _{Front n} For the preceding vehicle position D' at the next cycle _{Front n +1} The prediction is performed as an example:

firstly, predicting the vehicle-to-vehicle communication delay time T according to a Kalman gain model _{Delay time} (k + 1), as shown in FIG. 4 in detail, the Kalman gain model is as follows:

K _k+1 ＝e _est (k)/[e _est (k)+e _mea ]；

T _{delay time} (k+1)＝T _{Delay time} (k)+K _k+1 ×[Z(k)-T _{Delay time} (k)]；

e _est (k+1)＝(1-K _k+1 )×e _est (k)

Wherein, K _k+1 As Kalman gain, e _est (k) To estimate the error, e _mea For system time measurement errors, Z (k) is communication delay when the kth time of the following vehicle receives the position information of the preceding vehicle, namely, the kth time of the following vehicle receives the information of the preceding vehicle is assumed to be t _k Then Z (k) = t _k -t _k-1 -T _{Front side} ；

According to the inter-vehicle communication delay time, the rear vehicle predicts the position of the front vehicle at the next cycle:

D＇ _{front n +1} ＝V _{Front n} ×T _{Delay time} (n+1)+D _{Front n +1}

S332, comparing actual positions (D) of front vehicles in three adjacent vehicle-to-vehicle communication periods respectively _{Front n} 、D _{Front n +1} 、D _{Front n +2} ) Predicted position with preceding vehicle (D') _{Front n} 、D＇ _{Front n +1} 、D＇ _{Front n +2} ) Correcting the driving permission end point of the rear vehicle;

specifically, the rear vehicle is based on the position D of the front train sent by the front vehicle in the previous period _{Front n-1} And train speed V _{Front n-1} Predicting the position D' of the preceding train transmitted to the following train in the cycle of the preceding train _{Front n} And compare D _{Front n} And D _{Front n} The relationship of (a); in the next communication period, the rear vehicle receives the train position D of the front vehicle _{Front n +1} And V _{Front n +1} According to the train position D of the previous train _{Front n} And V _{Front n} Predicting the position D' of the preceding train in the present cycle _{Front n +1} And compare D _{Front n +1} And D _{Front n +1} The relationship of (a); by analogy, predicting the position D' of the front train _{Front n +2} And compare D _{Front n +2} And D _{Front n +2} The relationship of (1);

if the actual position of the front vehicle is larger than the predicted position of the front vehicle in the three adjacent periods, the driving permission end point of the rear vehicle is determined as D _{Rear end} ＝D _{Rear 0} +(D _{Front n} +D _{Front n +1} +D _{Front n +2} -D＇ _{Front n} -D＇ _{Front n +1} -D＇ _{Front n +2} ) A/3; if the actual position of the front vehicle is smaller than the predicted position of the front vehicle in the three adjacent periods, the driving permission end point of the rear vehicle is determined as D _{Rear end} ＝D _{Rear 0} -(D _{Front n} +D _{Front n +1} +D _{Front n +2} -D＇ _{Front n} -D＇ _{Front n +1} -D＇ _{Front n +2} ) A/3; if the two conditions are not met, then no correction is performed, D _{Rear end} ＝D _{Rear 0} 。

S34, the rear vehicle drives the terminal according to the rear vehicle driving permission end point D calibrated in the S33 _{Rear end} Calculating limit curve to determine the allowable speed V of the front and rear vehicles _{Rear end} 。

With the above step S3, each period pair D _{Rear end} Updating and updating the allowable speed V of the rear vehicle _{Rear end} 。

S4, when the vehicle needs to be de-compiled, under the command of the ATS, the front vehicle and the rear vehicle are disconnected from vehicle-to-vehicle communication, and the rear vehicle is communicated with the RBC again, and the method specifically comprises the following steps:

s41, the ATS issues an unscrambling plan and sends the unscrambling plan to the RBC, the RBC sends the unscrambling plan to a front vehicle, and the front vehicle sends the unscrambling plan to a rear vehicle; after the successful grouping, the RBC only communicates with the front vehicle, so that the solution plan can be forwarded to the rear vehicle only through the front vehicle;

s42, the rear vehicle replies the front vehicle confirmation plan after receiving the plan, and reduces the current train speed of the rear vehicle to the current allowable speed V _{Rear end} When the distance between the rear vehicle and the front vehicle is greater than the maximum braking distance of the rear vehicle, the rear vehicle sends a message for confirming execution of the editing and the editing to the front vehicle;

wherein, the position of the front vehicle can periodically change the self position D _{Front n} Sent to the rear vehicle according to D _{Front n} With its own real-time position D _{Post real time} And calculating the distance between the rear vehicle and the front vehicle, wherein the maximum braking distance of the rear vehicle is calculated according to the driving data and the braking parameters of the rear vehicle.

S43, the front vehicle receives the back vehicle confirmation execution de-compiling message and then reports the message to the RBC, the RBC sends a vehicle-to-vehicle communication disconnection command to the front vehicle, and the front vehicle sends a communication ending command to the back vehicle after receiving the vehicle-to-vehicle communication disconnection command;

s44, after receiving the communication ending command, the rear vehicle disconnects the wireless connection with the front vehicle, establishes communication with the RBC, and acquires driving permission from the RBC, as shown in figure 2;

and S45, after the RBC confirms that the rear vehicle runs out of the marshalling area through the position reported by the rear vehicle, sending an unscrambling completion message to the ATS to complete the unscrambling.

While the present invention has been described in detail with reference to the preferred embodiments, it should be understood that the above description should not be taken as limiting the invention. Various modifications and alterations to this invention will become apparent to those skilled in the art upon reading the foregoing description. Accordingly, the scope of the invention should be determined from the following claims.

Claims (12)

1. A method for calibrating a relative stopping distance of a virtual consist train tracking system, comprising the steps of:

s1, obtaining all line data in a marshalling line by marshalling vehicle-mounted equipment, and calculating a limit curve in front of a train in a virtual marshalling plan;

s2, the front vehicle and the rear vehicle start to be grouped;

s3, after the marshalling is successful, determining the allowable speed V of the rear vehicle based on the vehicle-vehicle communication delay _{Rear end} 。

2. The method of calibrating relative stopping distance of a virtual consist train tracking system of claim 1, wherein said step S1 further comprises the steps of:

s11, after the virtual marshalling plan is prepared, the ATS sends the virtual marshalling plan to the RBC;

s12, each marshalling vehicle-mounted device establishes wireless communication with the RBC, obtains front driving permission and turnout information of a driving line, and reports the integrity state of the marshalling vehicle-mounted device to the RBC;

and S13, calculating a limit curve by the marshalling vehicle-mounted equipment according to the current train position, the driving permission in front of the driving line and the turnout information.

3. The method of claim 2, wherein the state of integrity of the on-board train consist device is determined by whether the train has a disjointed section and is full in length, and includes known integrity, unknown integrity and lost integrity.

4. The method of calibrating relative stopping distance of a virtual consist train tracking system of claim 3, wherein said step S2 further comprises the steps of:

s21, the RBC sends a marshalling command to a train in the marshalling, and each marshalling vehicle-mounted device replies the RBC to enter a marshalling state after receiving the marshalling command;

and S22, the front vehicle continues to drive according to the limit curve, the rear vehicle is disconnected from the RBC, and a communication session is established with the front vehicle.

5. The method for calibrating relative stopping distance of a virtual train-marshalling tracking system according to claim 4, wherein if the integrity status of the train-mounted device received by RBC is known, then the step S21 is executed to perform marshalling, and if the integrity status of the train-mounted device is unknown or the integrity is lost, then the marshalling is not performed.

6. The method according to claim 4, wherein the ATS performs wireless timeout monitoring on the rear train when the rear train enters the train formation state, and reports success of train formation to the RBC if the rear train successfully establishes a communication session with the front train within a specified time; and if the rear vehicle does not successfully establish the communication session with the front vehicle within the specified time, the ATS triggers braking, the driving permission of the rear vehicle is shortened to the head position of the rear vehicle, the grouping failure is reported to the RBC, and the step S2 is repeated until the grouping is successful.

7. The method of calibrating relative stopping distance of a virtual consist train tracking system of claim 1, wherein said step S3 further comprises the steps of:

s31, the front vehicle is T _{Front part} In the form of a cycle, the number of cycles,periodically setting the current shortest braking distance L of the front vehicle _{Front brake} Current train position D _{Front n} Vehicle length L _{Front vehicle length} And the current train speed V _{Front n} Sending to a rear vehicle;

s32, the rear vehicle brakes at the shortest distance L according to the front vehicle _{Front brake} Distance between front and rear vehicles and safety margin L _An Calculating the relative braking distance L of the rear vehicle based on the front vehicle _{Relative braking} And a reference value D of a driving permission destination of the following vehicle _{Rear 0} ；

S33, according to the wireless communication delay of the front vehicle and the rear vehicle, the reference value D of the driving permission terminal of the rear vehicle is based _{Rear 0} Calibrating the driving permission end point of the rear vehicle;

s34, the rear vehicle drives the terminal according to the calibrated rear vehicle driving permission D _{Rear end} Calculating a limit curve and determining the allowable speed V of the current rear vehicle _{Rear end} 。

8. The method as claimed in claim 7, wherein the safety margin L in step S32 is a relative stopping distance calibration method for a virtual consist train tracking system _An Stipulating as required; shortest braking distance L of front vehicle _{Front brake} Calculating according to the braking parameters and the running speed of the front vehicle; relative braking distance L of rear vehicle based on front vehicle _{Relative braking} ＝L _{Front brake} -L _{Front vehicle length} -L _An (ii) a Reference value D of driving permission terminal of rear vehicle _{Rear 0} ＝D _{Front n} +L _{Relative braking} 。

9. The method of calibrating relative stopping distance of a virtual consist train tracking system of claim 7, wherein said step S33 further comprises the steps of:

s331, predicting the position of the front train in the next period by the rear train according to the position and the speed of the front train periodically sent by the front train;

s333, respectively comparing the actual positions D of the front vehicles in the three adjacent periods _{Front n} 、D _{Front n +1} 、D _{Front n +2} With preceding vehicle predicted positionPosition D _{Front n} 、D＇ _{Front n +1} 、D＇ _{Front n +2} Correcting the driving permission end point of the rear vehicle;

if the actual position of the front vehicle is larger than the predicted position of the front vehicle in the three adjacent periods, the driving permission end point of the rear vehicle is determined as D _{Rear end} ＝D _{Rear 0} +(D _{Front n} +D _{Front n +1} +D _{Front n +2} -D＇ _{Front n} -D＇ _{Front n +1} -D＇ _{Front n +2} ) 3, performing the following steps; if the actual position of the front vehicle is smaller than the predicted position of the front vehicle in the three adjacent periods, the driving permission end point of the rear vehicle is determined as D _{Rear end} ＝D _{Rear 0} -(D _{Front n} +D _{Front n +1} +D _{Front n +2} -D＇ _{Front n} -D＇ _{Front n +1} -D＇ _{Front n +2} ) A/3; if the two conditions are not met, D _{Rear end} ＝D _{Rear 0} 。

10. The method as claimed in claim 9, wherein the step S331 is specifically as follows: firstly, predicting the vehicle-to-vehicle communication delay time T according to a Kalman gain model _{Delay time} (k + 1); and the rear vehicle predicts the position of the front vehicle in the next period according to the vehicle-to-vehicle communication delay time: d _{Front n +1} ＝V _{Front n} ×T _{Delay time} (n+1)+D _{Front n +1} 。

11. The method of claim 7, wherein when the decoding is required, the step S4 is performed: under the command of the ATS, the front vehicle and the rear vehicle disconnect the vehicle-vehicle communication, and the rear vehicle is communicated with the RBC again.

12. The method of calibrating relative stopping distance of a virtual consist train tracking system of claim 11, wherein said step S4 further comprises the steps of:

s41, an ATS issues a decommissioning plan and sends the decommissioning plan to an RBC, the RBC sends the decommissioning plan to a front vehicle, and the front vehicle sends the decommissioning plan to a rear vehicle;

S42、the rear vehicle replies the front vehicle confirmation plan after receiving the plan, and reduces the current train speed of the rear vehicle to the current allowable speed V _{Rear end} When the distance between the rear vehicle and the front vehicle is larger than the maximum braking distance of the rear vehicle, the rear vehicle sends a message for confirming execution of decoding to the front vehicle;

s43, the front vehicle receives the back vehicle confirmation execution de-compiling message and then reports the message to the RBC, the RBC sends a vehicle-to-vehicle communication disconnection command to the front vehicle, and the front vehicle sends a communication ending command to the back vehicle after receiving the vehicle-to-vehicle communication disconnection command;

s44, after receiving the communication ending command, the rear vehicle disconnects the wireless connection with the front vehicle, establishes communication with the RBC and acquires the driving license from the RBC;

and S45, after the RBC confirms that the rear vehicle drives out of the marshalling area through the position reported by the rear vehicle, sending an edition-disassembling completion message to the ATS to complete edition disassembling.

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