EP4101719B1 - Ad-hoc-netzwerk-basiertes verfahren und system zur dynamischen gruppierung und entgruppierung von zügen - Google Patents

Ad-hoc-netzwerk-basiertes verfahren und system zur dynamischen gruppierung und entgruppierung von zügen

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Publication number
EP4101719B1
EP4101719B1 EP21879015.2A EP21879015A EP4101719B1 EP 4101719 B1 EP4101719 B1 EP 4101719B1 EP 21879015 A EP21879015 A EP 21879015A EP 4101719 B1 EP4101719 B1 EP 4101719B1
Authority
EP
European Patent Office
Prior art keywords
train
marshalling
unmarshalling
sets
group
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP21879015.2A
Other languages
English (en)
French (fr)
Other versions
EP4101719A1 (de
EP4101719A4 (de
EP4101719C0 (de
Inventor
Wenhua YAO
Zongqi XU
Xiaoquan YU
Wenhui Zhang
Hongfei Liu
Chaopeng YUE
Yingfeng XIE
Li Zhao
Bo QU
Yong Wang
Yang Yang
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRSC Research and Design Institute Group Co Ltd
Original Assignee
CRSC Research and Design Institute Group Co Ltd
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Filing date
Publication date
Application filed by CRSC Research and Design Institute Group Co Ltd filed Critical CRSC Research and Design Institute Group Co Ltd
Publication of EP4101719A1 publication Critical patent/EP4101719A1/de
Publication of EP4101719A4 publication Critical patent/EP4101719A4/de
Application granted granted Critical
Publication of EP4101719B1 publication Critical patent/EP4101719B1/de
Publication of EP4101719C0 publication Critical patent/EP4101719C0/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • B61L17/02—Details, e.g. indicating degree of track filling
    • B61L17/023—Signalling; Signals with multiple indicating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • 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 train, e.g. braking curve calculation
    • 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

Definitions

  • the present invention belongs to the technical field of transportation, and particularly relates to an ad-hoc network-based train dynamic marshalling and unmarshalling method and system.
  • the transport volume of a train can be increased from 20,000 tons to 50,000 tons if needed. If the extended train marshalling is adopted, the effective length of tracks needs to be increased to 5 km or above. As a result, it is difficult to solve this problem by increasing the effective length of tracks. If the multi-locomotive joint control is adopted, more locomotives will be used for synchronous traction, causing a higher risk of coupler extrusion and breakage. Therefore, it is difficult to solve this problem by adding locomotives and vehicles for conventional coupling marshalling.
  • the present invention provides an ad-hoc network-based train dynamic marshalling and unmarshalling method according to independent claim 1 and a corresponding system according to independent claim 6.
  • the dependent claims define preferred embodiments of the invention.
  • An embodiment of the present invention discloses an ad-hoc network-based train dynamic marshalling and unmarshalling method.
  • the method includes train dynamic marshalling and train dynamic unmarshalling;
  • the train dynamic marshalling includes first marshalling, and the first marshalling includes: after a rear train set enters a U code section, a front train set and the rear train set verify IDs for each other, and if the verification succeeds, the two train sets are marshalled when meeting marshalling conditions, and group information is updated;
  • the dynamic unmarshalling includes first unmarshalling and second unmarshalling;
  • the first unmarshalling includes: the two train sets in a group receive an unmarshalling command during operation, and the two train sets are unmarshalled if a tracking distance between the two train sets is greater than a first unmarshalling threshold and the rear train set receives an LU code;
  • the second unmarshalling includes: when the rear train set has a speed of 0
  • the train-to-ground communication means that the train communicates with ground equipment.
  • the train-to-train communication is further divided into train-to-ground-to-train communication and train-to-train communication.
  • the train-to-ground-to-train communication means that multiple trains communicate via the ground equipment or information of the ground equipment.
  • the train obtains other train information via the ground equipment, such as a data exchange center, and then communicates with other trains according to the obtained information, which belongs to the train-to-ground-to-train communication.
  • the train-to-train communication that is, the establishment of a communication connection between trains for communication and the disconnection of communication do not depend on the ground equipment, and are completed by train equipment.
  • the marshalling mentioned in the present invention may be marshalling of two trains, marshalling of one train (rear train) and one group of trains (front train), marshalling of one group of trains (rear train) and one train (front train), or marshalling of two group of trains. From this, those skilled in the art can derive a method for marshalling several train sets. For example, two train sets can be marshalled first to generate a new group of trains, then other train sets are marshalled with the new group of trains, and finally marshalling of all the train sets is completed.
  • the unmarshalling mentioned in the present invention may be unmarshalling of one group of trains to form two trains, unmarshalling to form one train (front train) and one new group of trains (rear train), unmarshalling to form one new group of trains (front train) and one train, or unmarshalling to form two new group of trains. From this, those skilled in the art can derive a method for unmarshalling one train group to several train sets. One group of trains can be unmarshalled to form two train sets first, then one of the train sets is unmarshalled, and finally unmarshalling of the train group is completed.
  • the several train sets establish or join the same ad-hoc network in but not limited to the mode below.
  • Ad-hoc network equipment is arranged on the train, and the communication range of the ad-hoc network equipment on the train is wide enough to enable normal communication between the front train and the rear train.
  • the ad-hoc network equipment may be proprietary equipment, or may be rebuilt using equipment such as Ad hoc, as long as it can complete the functions below.
  • the train-to-train communication of the ad-hoc network equipment is performed by means of two radios that are both original train equipment, without adding hardware equipment.
  • One of the radios is configured for long-distance communication, and the other of the radios is configured for short and medium-distance communication.
  • the switching of the two radios is completed by the ad-hoc network equipment.
  • a local wireless broadband communication private network may be established in a short time in an ad-hoc manner. All ad-hoc network equipment in the wireless broadband communication private network communicates with one another by using the wireless broadband communication private network.
  • the ad-hoc network equipment on the train searches for communication equipment of other trains within a preset distance.
  • the communication range of the ad-hoc network equipment on the train is wide enough to enable normal communication between the front train and the rear train.
  • the train-to-train communication of the ad-hoc network equipment is performed by means of two radios that are both original train equipment, without adding hardware equipment.
  • One of the radios is configured for long-distance communication, and the other of the radios is configured for short and medium-distance communication.
  • the switching of the two radios is completed by the ad-hoc network equipment.
  • a local wireless broadband communication private network may be established in a short time in an ad-hoc manner. All ad-hoc network equipment in the wireless broadband communication private network communicates with one another by using the wireless broadband communication private network. After the wireless broadband communication private network has been established, new ad-hoc network equipment is communicatively connected to any ad-hoc network equipment in the wireless broadband communication private network, and when networking conditions are met, the new ad-hoc network equipment will automatically join the wireless broadband communication private network to form a new wireless broadband communication private network.
  • the new ad-hoc network equipment communicates with all the ad-hoc network equipment in the original wireless broadband communication private network via the new wireless broadband communication private network.
  • the ad-hoc network equipment on the train searches for communication equipment of other trains within a preset distance.
  • the preset distance such as the shortest distance between the front train and the rear train in normal tracking operation, the longest distance for long-distance communication of radios, etc. may be agreed in advance.
  • the ad-hoc network equipment is arranged at a head of the train.
  • a communication equipment of end of train (EOT) of this train communicates with communication equipment of head of train (HOT) of other trains within a preset distance, communication of other trains, and ad-hoc network equipment of other trains can receive the signal.
  • the ad-hoc network equipment has the function of identifying communication equipment of EOT and HOT of a train on an adjacent line, thereby avoiding the inclusion of a train head or end set of the train on the adjacent line in the wireless communication network.
  • the communication equipment may be identified in but not limited to the following mode: the ad-hoc network equipment sends networking request information to four sides, and informs itself of a track where it is located; and trains on the same track reply to their own corresponding information after receiving the networking request information, and trains on different tracks do not reply or reply with their track information.
  • the ad-hoc network equipment can determine which trains are on the same track as itself according to the received information.
  • the train on the adjacent line may also join the ad-hoc network as required.
  • the establishment of the ad-hoc network between the trains needs to meet the networking conditions.
  • the networking conditions include: the target train is internally provided with the ad-hoc network equipment; the target train is allowed to establish the ad-hoc network; and the communication between the target train and this train is stable.
  • the train can join the ad-hoc network only when being provided with the ad-hoc network equipment. Any train provided with the ad-hoc network equipment has the function of authorizing/prohibiting itself to establish or join the ad-hoc network.
  • a train When a train is set to authorize itself to establish or join the ad-hoc network, other trains send requests for establishing or joining the ad-hoc network to this train, and when all the networking conditions are met, this train establishes or joins the ad-hoc network.
  • the train that establishes the ad-hoc network needs to maintain stable communication.
  • the communication equipment of EOT of the train has the function of communication relay.
  • a train head can communicate with other trains via the communication equipment of EOT, and other trains can also communicate with the train head via a train end of this train.
  • the ad-hoc network When the ad-hoc network is established, two pieces of ad-hoc network equipment can be communicatively connected via the communication equipment of EOT, and stable communication is also considered to be stable communication between the target train and this train.
  • the ad-hoc network When the ad-hoc network is established, there may be multiple trains in the ad-hoc network, and the ad-hoc network equipment also has the function of communication relay.
  • any train in the ad-hoc network communicates with the target train, whether direct communication or communication via relay of other one or more trains in the ad-hoc network is considered to be stable communication between the target train and this train as long as the communication is stable.
  • the ad-hoc network equipment on the train determines whether the ad-hoc network already exists currently. If the ad-hoc network does not exist, all the trains meeting the networking conditions and the original train establish the ad-hoc network. If the ad-hoc network already exists, all the trains meeting the networking conditions join the original ad-hoc network to form a new ad-hoc network. After establishing or joining the ad-hoc network, the train sets in the ad-hoc network communicate with each other via the ad-hoc network.
  • several train sets receive a marshalling plan including train IDs, a route command, and a movement authority; the several train sets are subjected to route setting according to the route command; and the several train sets control train operation according to ground authorization and a train marshalling status.
  • the train operation requires a series of authorities and related data, and can be performed only after these authorities and data are obtained.
  • the train marshalling also requires an authority, that is, the marshalling plan, such as A, B, C, D and other train sets, and which the train sets are marshaled, which the train set is in the front and which the train set is in the rear need to be planned and authorized in advance.
  • the marshalling plan, etc. may be sent to the train in but not limited to the mode below.
  • a centralized traffic control (CTC) subsystem sends a marshalling plan and an unmarshalling plan (containing locomotive IDs) to a group control subsystem (GCS).
  • the centralized traffic control subsystem sends a route command to a computer-based interlocking (CBI) subsystem according to the marshalling plan and the unmarshalling plan.
  • the computer-based interlocking subsystem sets routes of the train sets according to the route command provided by the centralized traffic control subsystem, clears a signal when route conditions are met, and provides route status information to the group control subsystem.
  • the group control subsystem sends the marshalling and unmarshalling plans of the centralized traffic control subsystem to relevant train sets. Several train sets are subjected to route setting according to the route command.
  • the group control subsystem provides a movement authority (MA) for a first train in a group of trains, and provides following trains with line data and temporary speed limit functions according to the route status information provided by the computer-based interlocking subsystem, a train status (including position information, train integrality, etc.) provided by an on-board subsystem, and information such as line data.
  • the first train in the group calculates a train speed curve and supervises a speed limit according to the movement authority issued by the group control subsystem.
  • a non-first train in the group calculates the train speed curve and supervises the speed limit according to the train status information and the line data of the front train.
  • the tracking distance is a distance between an end of the front train set and a head of the rear train set.
  • the marshalling plan including train IDs.
  • the marshalling plan when the train set A is to be marshalled with the train set B, the train set A joins the train set B to form a new group. Then the train set A operates in the rear, and the train set B operates in the front.
  • the train set A and the train set B verify the IDs for each other, and if the verification fails, the train set A and the train set B will not be marshalled, and the two train sets continue to operate forward. If the verification succeeds, the train set A moves close to the train set B, and starts to determine whether the marshalling conditions are met.
  • the marshalling threshold is a preset value, determined by technicians according to factors such as vehicle conditions, current line conditions, etc.
  • the tracking distance L1 is calculated.
  • the tracking distance L1 may be obtained in but not limited to the mode below, and is calculated by the rear train set.
  • the front train set sends the position and length of the front train set via the ad-hoc network, and the rear train set obtains its position by vehicle equipment or the ground equipment.
  • the tracking distance L1 is equal to the position of the front train set minus the position of the rear train set minus the length of the front train set.
  • L2 is calculated.
  • L2 is equal to the length of the block section where the U code is located plus the length of the block section where the HU code is located minus the distance the rear train set has operated at the U code.
  • marshalling may be restored with this method.
  • marshalling of the train set A and the train set B is to be restored.
  • the train set A operates in the rear, and the train set B operates in the front.
  • the train set A and the train set B verify the IDs for each other, and if the verification succeeds, the train set A and the train set B are marshalled when meeting the marshalling conditions.
  • the train dynamic marshalling further includes second marshalling; the second marshalling includes: several train sets receive the marshalling plan including train IDs, the several train sets verify the IDs for one another, and if the verification succeeds, the several train sets are marshalled to form a new train group; and the several train sets depart in a mode of the new train group after being marshalled.
  • train sets may also be marshalled to form a train group, and depart in a mode of the train group (multiple trains depart continuously at a very small distance). Compared with an existing train control system in which only a single train can depart, this solution can improve the departure efficiency.
  • train sets have received the marshalling plan including train IDs. For example, in the marshalling plan, when the train set A is to be marshalled with the train set B, the train set A joins the train set B to form a new group. Then the train set A operates in the rear, and the train set B operates in the front.
  • the train set A and the train set B verify the IDs for each other, if the verification fails, the train set A and the train set B will not be marshalled, and if the verification succeeds, the two train sets are marshalled to form a new train group. After marshalling, when the route command is received, the new train group controls all the trains therein to depart in a group mode.
  • Departure, etc. may be implemented in but not limited to the following mode:
  • the centralized traffic control subsystem sends the marshalling plan and the unmarshalling plan (containing locomotive IDs) to the group control subsystem.
  • the group control subsystem sends the marshalling and unmarshalling plans of the centralized traffic control subsystem to relevant train sets. Several train sets are marshalled to form a new train group. The new train group departs in a group mode after receiving a command.
  • the first marshalling in the dynamic marshalling is illustrated with examples below.
  • First dynamic marshalling example a single train tracks a train group for dynamic marshalling.
  • a train group Q ⁇ A,B,C,D ⁇ including a train A, a train B, a train C and a train D is operating, and a train E is in normal tracking operation after the group Q.
  • the trains A, B, C and D communicate with one another via an ad-hoc network established among them.
  • the train E joins the ad-hoc network and communicates with the train A, which is not shown in the figure.
  • a distance between the trains A and B, a distance between the trains B and C, and a distance between the trains C and D are respectively L distance1 , L distance2 , and L distance3 , where L distance1 represents a distance between a first train and a second train in a group network, L distance2 represents a distance between the second train and a third train in the group network, and L distance3 represents a distance between the third train and a fourth train in the group network. Since the trains A, B, C and D form the train group Q ⁇ A,B,C,D ⁇ to operate, the train group Q controls the trains A, B, C and D to operate in a group mode, and L distance1 , L distance2 , and L distance3 are all smaller than a normal train operation distance. During normal tracking operation, a target stop point of the train E is behind the train D. In an emergency, the train E can stop safely without colliding an end of the train D.
  • a current marshalling plan is that the train group Q ⁇ A,B,C,D ⁇ and the train E are marshalled to form a train group Q' ⁇ A,B,C,D,E ⁇
  • the train E reduces a distance from the front train D according to the plan.
  • the train E and the train group Q verify IDs for each other, that is to say, the train E and the train A verify the IDs for each other. If the verification succeeds, the train E continues to operate until the marshalling conditions are met, and the train E is marshalled with the train group Q to form the new train group Q' ⁇ A,B,C,D,E ⁇ , as shown in FIG. 3 .
  • a distance between the train E and the train D is L distance4 .
  • the trains A, B, C, D, and E communicate with one another via an ad-hoc network established between them.
  • the train group Q' controls the trains A, B, C, D, and E to operate in a group mode.
  • the train A is a first train, and the rest of the trains are following trains.
  • Second dynamic marshalling example a train group tracks a single train for dynamic marshalling.
  • a train group Q ⁇ A,B,C,D ⁇ including a train A, a train B, a train C and a train D is tracking a front train F and normally operates, as shown in FIG. 4 .
  • a current marshalling plan is that the train group Q ⁇ A,B,C,D ⁇ and the train F are marshalled to form a train group Q' ⁇ F,A,B,C,D ⁇
  • the train A reduces a distance from the front train F according to the plan.
  • the train A enters a U code section the train A and the train F verify IDs for each other.
  • the train A continues to operate until the marshalling conditions are met, and the train group Q is marshalled with the train F to form the new train group Q' ⁇ F,A,B,C,D ⁇ , as shown in FIG. 5 .
  • a distance between the trains A and B, a distance between the trains B and C, and a distance between the trains C and D are respectively L distance1 , L distance2 , and L distance3 .
  • a distance between the trains F and A is L distance1
  • a distance between the trains A and B, a distance between the trains B and C, and a distance between the trains C and D are respectively L distance2 , L distance3 , and L distance4 .
  • Third dynamic marshalling example a train group tracks a train group for dynamic marshalling.
  • a train group Q rear ⁇ C,D ⁇ including a train C and a train D is tracking a train group Q front ⁇ A,B ⁇ including a train A and a train B, and normally operates, as shown in FIG. 6 .
  • a current marshalling plan is that the train groups Q rear ⁇ C,D ⁇ and Q front ⁇ A,B ⁇ are marshalled to form a train group Q combination ⁇ A,B,C,D ⁇ , then the train C reduces a distance from the front train B according to the plan.
  • the train C enters a U code section, the train C and the train A verify IDs for each other.
  • the train C continues to operate until the marshalling conditions are met, and the train groups Q rear ⁇ C,D ⁇ and Q front ⁇ A,B ⁇ are marshalled to form the new train group Q combination ⁇ A,B,C,D ⁇ , as shown in FIG. 7 .
  • the dynamic unmarshalling includes first unmarshalling and second unmarshalling; and the dynamic unmarshalling further includes: an unmarshalling plan is received, and an unmarshalling command is set according to the unmarshalling plan.
  • the unmarshalling plan includes a specific unmarshalling mode of the train group.
  • the first unmarshalling includes: the two train sets in the group receive the unmarshalling command during operation, and the two train sets are unmarshalled if the tracking distance between the two train sets is greater than the unmarshalling threshold and the rear train set receives the LU code; and the second unmarshalling includes: when the rear train set has the speed of 0 during operation of the two train sets in the group, the two train sets are unmarshalled if the unmarshalling command is received.
  • the dynamic unmarshalling is divided into two cases, in which one is unmarshalling according to the plan.
  • the unmarshalling plan is made by an operator in advance.
  • the unmarshalling plan includes the specific unmarshalling mode of the train group, for example, the train group is unmarshalled to form a train and a new train group, two new train groups, a new train group and a train, etc.
  • the unmarshalling plan may also be unmarshalling by time, by location, etc.
  • the unmarshalling by location refers to that when arriving at a designated location, the train group is unmarshalled according to the unmarshalling plan.
  • the corresponding unmarshalling command is set.
  • the unmarshalling command is sent to the train group by using, but not limited to, the ground equipment, or by using the group control subsystem.
  • the planned unmarshalling includes first unmarshalling and second unmarshalling.
  • the first unmarshalling includes: the two train sets in the group receives the unmarshalling command during operation, the two train sets are unmarshalled if the tracking distance between the two train sets is greater than the first unmarshalling threshold and the rear train set receives the LU code.
  • the train group is to be unmarshalled to form two train sets according to the plan.
  • the rear train set increases the distance from the front train.
  • the first unmarshalling threshold is a preset value, determined by technicians according to factors such as vehicle conditions, current line conditions, etc.
  • the train group is unmarshalled to form the two train sets if the tracking distance between the two train sets is greater than the first unmarshalling threshold and the rear train set receives the LU code.
  • the train group controls the operation of all the trains in a group mode; and after unmarshalling, the two train sets operate separately.
  • a train operation line includes an uphill and a downhill. When the train operates at the uphill, the speed will be decreased if a tractive force is not increased; and when the train operates at the downhill, the speed will be increased if the tractive force is not reduced or braking is not performed.
  • the train group When the train group operates to a line with an uphill first and then a downhill, the tracking distance between the front train set at the downhill and the rear train set at the uphill is increased.
  • the technicians can set the unmarshalling plan on a similar line.
  • the train group When the train group operates to such line, the very long train group is unmarshalled to form several train sets by using the first unmarshalling, such that the train operation is safer. All the train sets continue to be marshalled for operation after passing this line.
  • the second unmarshalling includes: when the rear train set has the speed of 0 during operation of the two train sets in the group, the two train sets are unmarshalled if the unmarshalling command is received.
  • the train group is to be unmarshalled to form two train sets according to the plan.
  • the two train sets are unmarshalled if the unmarshalling command is received.
  • the rear train set is braked, but still not receive the LU code until the speed is 0. At this time, the two train sets are unmarshalled. This unmarshalling mode still belongs to the second unmarshalling.
  • the dynamic unmarshalling further includes third unmarshalling; and the third unmarshalling includes: during operation of the two train sets in the group, the rear train set is braked if wireless communication connection times out; and when the tracking distance between the rear train set and the front train set is greater than a second unmarshalling threshold or the speed of the rear train set is 0, the two train sets are unmarshalled.
  • the train group communicates using the ad-hoc network to control the operation of the entire train group. If there is a communication failure, for example, the front train set enters a tunnel, the rear train set cannot communicate with the front train set, and the rear train set cannot know the specific situation of the front train set. At this time, if the rear train set still operates in the previous mode, safety accidents may occur. When the wireless communication connection times out, the rear train set is braked.
  • the communication connection timeout may be a few times of mutual communication timeout, or may be no mutual communication all the time.
  • the wireless communication connection timeout is defined by technicians in advance. For example, the front and rear train sets are defined to communicate with each other.
  • the rear train set When the rear train set sends a message to the front train set and does not receive a reply if the time exceeds a timeout threshold set by the technicians, it is considered that the wireless communication connection times out. It may also be defined that when the rear train set sends multiple messages to the front train set and receives replies with the number less than a reply threshold set by the technicians, it is considered that the wireless communication connection times out.
  • the rear train set is braked, and until the tracking distance between the rear train set and the front train set is greater than the second unmarshalling threshold or the speed of the rear train set is 0, the original train group is unmarshalled to form the two train sets.
  • the dynamic unmarshalling further includes fourth unmarshalling; and the fourth unmarshalling includes: when the rear train set has the speed of 0 during operation of the two train sets in the group, the two train sets are unmarshalled if wireless communication connection times out.
  • the two train sets are unmarshalled if wireless communication connection with the front train set or the ground equipment times out, that is to say, the message from the front train set or the unmarshalling command transmitted from the ground equipment is not received.
  • a train group Q ⁇ A,B,C,D ⁇ including a train A, a train B, a train C and a train D is operating normally.
  • the train A is a first train, and the trains B, C and D are following trains.
  • First dynamic unmarshalling example unmarshalling is performed to form a train group and a train.
  • the communication connection with the train A, the train B, and the train C times out during operation of the train D.
  • the train group Q is unmarshalled to form a train group Q1 ⁇ A,B,C ⁇ and the train D.
  • the train A is a first train according to the train position, as shown in FIG. 8 .
  • the train D recalculates a target stop point and operates under the guidance of the ground equipment.
  • Second dynamic unmarshalling example unmarshalling is performed to form a train and a train group.
  • a current unmarshalling plan is that the train group Q ⁇ A,B,C,D ⁇ is unmarshalled to form a train group Q2 ⁇ B,C,D ⁇ and the train A.
  • the train group Q is unmarshalled to form the train group Q2 ⁇ B,C,D ⁇ and the train A after the unmarshalling command is received.
  • the train B is a first train according to the train position, and a target stop point of the train B is recalculated, as shown in FIG. 9 .
  • Third dynamic unmarshalling example unmarshalling is performed to form a train group and a train group.
  • a current unmarshalling plan is that the train group Q ⁇ A,B,C,D ⁇ is unmarshalled to form a train group Q1 ⁇ A,B ⁇ and a train group Q2 ⁇ C,D ⁇
  • the train C increases the distance from the front train B, and the train D keeps the tracking distance from the train C and continues to operate by following the train C.
  • the train group Q is unmarshalled to form the train group Q1 ⁇ A,B ⁇ and the train group Q2 ⁇ C,D ⁇ when the tracking distance between the train C and the train B is greater than the first unmarshalling threshold and the train C receives the LU code.
  • the train A is a first train in the new train group Q1 ⁇ A,B ⁇
  • the train C is a first train in the new train group Q2 ⁇ C,D ⁇ , as shown in FIG. 10 .
  • An embodiment of the present invention further provides an ad-hoc network-based train dynamic marshalling and unmarshalling system.
  • the system includes a train dynamic marshalling subsystem, a train dynamic unmarshalling subsystem, a centralized traffic control subsystem, a computer-based interlocking subsystem, a group control subsystem, and an on-board subsystem.
  • the train dynamic marshalling subsystem is configured for train dynamic marshalling, the dynamic marshalling includes first marshalling, and the first marshalling includes: after a rear train set enters a U code section, a front train set and a rear train set verify IDs for each other, and if the verification succeeds, the two train sets are marshalled when meeting marshalling conditions, and group information is updated.
  • the train dynamic unmarshalling subsystem is configured for train dynamic unmarshalling, and the dynamic unmarshalling includes first unmarshalling and second unmarshalling;
  • the first unmarshalling includes: the two train sets in a group receive an unmarshalling command during operation, and the two train sets are unmarshalled if a tracking distance between the two train sets is greater than a first unmarshalling threshold and the rear train set receives an LU code;
  • the second unmarshalling includes: during operation of the two train sets in the group, when the rear train set has a speed of 0, the two train sets are unmarshalled if the unmarshalling command is received.
  • the centralized traffic control subsystem is configured for sending marshalling and unmarshalling plans including train IDs to the group control subsystem, and sending a route command to the computer-based interlocking subsystem according to the marshalling and unmarshalling plans.
  • the computer-based interlocking subsystem is configured for setting routes of the train sets according to the route command provided by the centralized traffic control subsystem, clearing a signal when route conditions are met, and providing route status information to the group control subsystem.
  • the group control subsystem is configured for sending the marshalling and unmarshalling plans of the centralized traffic control subsystem to relevant train sets, and providing a movement authority for a first train in a group of trains, and providing following trains with line data and temporary speed limit functions according to the route status information provided by the computer-based interlocking subsystem, a train status provided by the on-board subsystem, and information such as line data.
  • the group control subsystem is further configured for receiving the unmarshalling plan, setting the unmarshalling command according to the unmarshalling plan, and sending the unmarshalling command to the train group.
  • the unmarshalling plan includes a specific unmarshalling mode of the train group.
  • the on-board subsystem is configured for controlling train operation according to ground authorization and a train marshalling status.
  • the train set includes a train and a group of trains; and the two train sets include two trains, one train and one group of trains, and two group of trains.
  • the tracking distance is a distance between an end of the front train set and a head of the rear train set.
  • the train dynamic marshalling further includes second marshalling; the second marshalling includes: several train sets receive the marshalling plan including train IDs, the several train sets verify the IDs for one another, and if the verification succeeds, the several train sets are marshalled to form a new train group; and the several train sets depart in a mode of the new train group after being marshalled.
  • the dynamic unmarshalling further includes third unmarshalling; and the third unmarshalling includes: during operation of the two train sets in the group, the rear train set is braked if wireless communication connection times out; and when the tracking distance between the rear train set and the front train set is greater than a second unmarshalling threshold or the speed of the rear train set is 0, the two train sets are unmarshalled.
  • the dynamic unmarshalling further includes fourth unmarshalling; and the fourth unmarshalling includes: during operation of the two train sets in the group, the rear train set is braked if wireless communication connection times out; and when the tracking distance between the rear train set and the front train set is greater than the second unmarshalling threshold or the speed of the rear train set is 0, the two train sets are unmarshalled.
  • the trains are no longer hardly coupled by means of couplers, and are flexibly connected by means of the ad-hoc network.
  • the distance between the two trains in the group of trains can be adjusted adaptively to completely solve the problems of coupler extrusion and breakage, thereby improving the transportation safety.
  • the train in the ad-hoc network may be a 5,000 t standard train. Compared with marshalling of an extended train (such as 20,000 tons), the length of the standard train is only a quarter of the length of the rear train, thereby avoiding high costs caused by adding effective tracks.
  • the group of trains may be flexibly marshalled, such that a plurality of tracks are fully utilized. During departure, a mode of marshalling first and then departing is used to improve the departure efficiency.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
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Claims (10)

  1. Ad-hoc-Netzwerk-basiertes Verfahren zum dynamischen Zugzusammenstellen und - trennen, wobei das Verfahren einen Schritt des dynamischen Zugzusammenstellens und einen Schritt des dynamischen Zugtrennens umfasst;
    wobei der Schritt des dynamischen Zugzusammenstellens Folgendes umfasst:
    nachdem ein hinterer Zugsatz in einen U-Code-Abschnitt eintritt, Verifizieren, durch einen vorderen Zugsatz und den hinteren Zugsatz, von Kennungen füreinander und, wenn die Verifizierung erfolgreich ist, Zusammenstellen der zwei Zugsätze, wenn die zwei Zugsätze Zusammenstellungsbedingungen erfüllen, und Aktualisieren von Gruppeninformationen;
    wobei der Schritt des dynamischen Trennens Folgendes umfasst:
    Empfangen, durch die beiden Zugsätze in einer Gruppe, eines Trennungsbefehls während eines Betriebs und Trennen der beiden Zugsätze, wenn:
    ein Gleisabstand zwischen den zwei Zugsätzen größer als ein erster Trennungsschwellenwert ist und der hintere Zugsatz einen LU-Code empfängt; oder
    der hintere Zugsatz während des Betriebs der zwei Zugsätze in der Gruppe eine Geschwindigkeit von 0 aufweist;
    wobei der Gleisabstand ein Abstand zwischen einem Ende des vorderen Zugsatzes und einem Kopf des hinteren Zugsatzes ist; und
    wobei das Erfüllen der Zusammenstellungsbedingungen Folgendes umfasst: Berechnen des Gleisabstands L1, Berechnen von L2 und Erfüllen der Zusammenstellungsbedingungen, wenn ein Wert von L1 minus L2 kleiner als ein Zusammenstellungsschwellenwert ist, wobei L2 die Länge eines Blockabschnitts, auf dem sich ein U-Code befindet, plus die Länge eines Blockabschnitts, auf dem sich ein HU-Code befindet, minus des Abstands, bei dem der hintere Zugsatz mit dem U-Code gearbeitet hat, ist.
  2. Verfahren zum Zusammenstellen und Trennen nach Anspruch 1,
    dadurch gekennzeichnet, dass der Schritt des Zusammenstellens ferner Folgendes umfasst: Empfangen, durch eine Vielzahl von Zugsätzen, eines Zusammenstellungsplans, der Zugkennungen, einen Routenbefehl und eine Fahrtfreigabe umfasst; Durchführen einer Routenfestlegung an der Vielzahl von Zugsätzen gemäß dem Routenbefehl; und Steuern, durch die Vielzahl von Zugsätzen, des Zugbetriebs gemäß einer Bodenfreigabe und einem Zugzusammenstellungsstatus.
  3. Verfahren zum Zusammenstellen und Trennen nach Anspruch 1,
    dadurch gekennzeichnet, dass der Schritt des dynamischen Zugzusammenstellens ferner Folgendes umfasst: Empfangen, durch eine Vielzahl von Zugsätzen, eines Zusammenstellungsplans, der Zugkennungen umfasst, Verifizieren, durch die Vielzahl von Zugsätzen, der Kennungen füreinander und, wenn die Verifizierung erfolgreich ist, Zusammenstellen der Vielzahl von Zugsätzen, um eine neue Zuggruppe zu bilden; und Abfahren in einem Modus der neuen Zuggruppe, nachdem die Vielzahl von Zugsätzen zusammengestellt wurde.
  4. Verfahren zum Zusammenstellen und Trennen nach Anspruch 1,
    dadurch gekennzeichnet, dass der Schritt des dynamischen Trennens ferner Folgendes umfasst: während des Betriebs der zwei Zugsätze in der Gruppe, Bremsen des hinteren Zugsatzes, wenn eine Zeitbegrenzung der drahtlosen Kommunikationsverbindung ausgelöst wird; und wenn der Gleisabstand zwischen dem hinteren Zugsatz und dem vorderen Zugsatz größer als ein zweiter Trennungsschwellenwert ist oder die Geschwindigkeit des hinteren Zugsatzes 0 ist, Trennen der zwei Zugsätze.
  5. Verfahren zum Zusammenstellen und Trennen nach Anspruch 1,
    dadurch gekennzeichnet, dass der Schritt des dynamischen Trennens ferner Folgendes umfasst: wenn der hintere Zugsatz während des Betriebs der zwei Zugsätze in der Gruppe die Geschwindigkeit 0 aufweist, Trennen der zwei Zugsätze, wenn die Zeitbegrenzung der drahtlosen Kommunikationsverbindung ausgelöst wird.
  6. Ad-hoc-Netzwerk-basiertes System zum dynamischen Zugzusammenstellen und -trennen, wobei das System ein Teilsystem zum dynamischen Zugzusammenstellen und ein Teilsystem zum dynamischen Zugtrennen umfasst:
    wobei das Teilsystem für dynamisches Zugzusammenstellen zum dynamischen Zugzusammenstellen konfiguriert ist, umfassend:
    nachdem ein hinterer Zugsatz in einen U-Code-Abschnitt eintritt, Verifizieren, durch einen vorderen Zugsatz und den hinteren Zugsatz, von Kennungen füreinander und, wenn die Verifizierung erfolgreich ist, Zusammenstellen der zwei Zugsätze, wenn die zwei Zugsätze Zusammenstellungsbedingungen erfüllen, und Aktualisieren von Gruppeninformationen;
    wobei das Teilsystem für dynamisches Trennen zum dynamischen Zugtrennen konfiguriert ist, umfassend:
    Empfangen, durch die beiden Zugsätze in einer Gruppe, eines Trennungsbefehls während eines Betriebs und Trennen der beiden Zugsätze, wenn:
    ein Gleisabstand zwischen den zwei Zugsätzen größer als ein erster Trennungsschwellenwert ist und der hintere Zugsatz einen LU-Code empfängt; oder
    der hintere Zugsatz während des Betriebs der zwei Zugsätze in der Gruppe eine Geschwindigkeit von 0 aufweist;
    wobei der Gleisabstand ein Abstand zwischen einem Ende des vorderen Zugsatzes und einem Kopf des hinteren Zugsatzes ist; und
    wobei das Erfüllen der Zusammenstellungsbedingungen Folgendes umfasst: Berechnen des Gleisabstands L1, Berechnen von L2 und Erfüllen der Zusammenstellungsbedingungen, wenn ein Wert von L1 minus L2 kleiner als ein Zusammenstellungsschwellenwert ist, wobei L2 die Länge eines Blockabschnitts, auf dem sich ein U-Code befindet, plus die Länge eines Blockabschnitts, auf dem sich ein HU-Code befindet, minus des Abstands, bei dem der hintere Zugsatz mit dem U-Code gearbeitet hat, ist.
  7. System zum Zusammenstellen und Trennen nach Anspruch 6, dadurch gekennzeichnet, dass das dynamische Zugzusammenstellen ferner ein zweites Zusammenstellen umfasst; und das zweite Zusammenstellen Folgendes umfasst: Empfangen, durch eine Vielzahl von Zugsätzen, eines Zusammenstellungsplans, der Zugkennungen umfasst, Verifizieren, durch die Vielzahl von Zugsätzen, der Kennungen füreinander und, wenn die Verifizierung erfolgreich ist, Zusammenstellen der Vielzahl von Zugsätzen, um eine neue Zuggruppe zu bilden; und Abfahren in einem Modus der neuen Zuggruppe, nachdem die Vielzahl von Zugsätzen zusammengestellt wurde.
  8. System zum Zusammenstellen und Trennen nach Anspruch 6, dadurch gekennzeichnet, dass das System ferner Folgendes umfasst: ein zentralisiertes Verkehrssteuerungsteilsystem zum Senden eines Zusammenstellungsplans und eines Trennungsplans an ein Gruppensteuerungsteilsystem und Senden eines Routenbefehls an ein computerbasiertes Verriegelungsteilsystem gemäß dem Zusammenstellungsplan und dem Trennungsplan, wobei der Zusammenstellungsplan und der Trennungsplan Zugkennungen umfassen; das computerbasierte Verriegelungsteilsystem zum Festlegen von Routen der Zugsätze gemäß dem Routenbefehl, der durch das zentralisierte Verkehrssteuerungsteilsystem bereitgestellt wird, zum Löschen eines Signals, wenn Routenbedingungen erfüllt sind, und Bereitstellen von Routenstatusinformationen an das Gruppensteuerungsteilsystem; das Gruppensteuerungsteilsystem zum Senden des Zusammenstellungs- und des Trennungsplans des Verkehrssteuerungsteilsystems an die relevanten Zugsätze und zum Bereitstellen einer Fahrtfreigabe an einen ersten Zug in einer Gruppe von Zügen und zum Bereitstellen, an folgende Züge, von Streckendaten und zeitweisen Geschwindigkeitsbegrenzungsfunktionen gemäß den Routenstatusinformationen, die durch das computerbasierte Verriegelungsteilsystem bereitgestellt werden, eines Zugstatus, der durch ein bordeigenes Teilsystem bereitgestellt wird, und Informationen wie Streckendaten; und das bordeigene Teilsystem zum Steuern eines Zugbetriebs gemäß der Fahrtfreigabe und einem Zugzusammenstellungsstatus.
  9. System zum Zusammenstellen und Trennen nach Anspruch 6, dadurch gekennzeichnet, dass das dynamische Trennen ferner Folgendes umfasst: während des Betriebs der zwei Zugsätze in der Gruppe, Bremsen des hinteren Zugsatzes, wenn eine Zeitbegrenzung der drahtlosen Kommunikationsverbindung ausgelöst wird; und wenn der Gleisabstand zwischen dem hinteren Zugsatz und dem vorderen Zugsatz größer als ein zweiter Trennungsschwellenwert ist oder die Geschwindigkeit des hinteren Zugsatzes 0 ist, Trennen der zwei Zugsätze.
  10. System zum Zusammenstellen und Trennen nach Anspruch 6, dadurch gekennzeichnet, dass das dynamische Trennen ferner Folgendes umfasst: während des Betriebs der zwei Zugsätze in der Gruppe, Bremsen des hinteren Zugsatzes, wenn eine Zeitbegrenzung der drahtlosen Kommunikationsverbindung ausgelöst wird; und wenn der Gleisabstand zwischen dem hinteren Zugsatz und dem vorderen Zugsatz größer als ein zweiter Trennungsschwellenwert ist oder die Geschwindigkeit des hinteren Zugsatzes 0 ist, Trennen der zwei Zugsätze.
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