US20220281498A1 - Railway vehicle and control method and system therefor, and train control and management system - Google Patents

Railway vehicle and control method and system therefor, and train control and management system Download PDF

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Publication number
US20220281498A1
US20220281498A1 US17/635,994 US202017635994A US2022281498A1 US 20220281498 A1 US20220281498 A1 US 20220281498A1 US 202017635994 A US202017635994 A US 202017635994A US 2022281498 A1 US2022281498 A1 US 2022281498A1
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railway vehicle
current
target
distance
control
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English (en)
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Wenjuan Wang
Xiaobo Xu
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BYD Co Ltd
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BYD Co Ltd
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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 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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • 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
    • 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
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another

Definitions

  • the present disclosure relates to the field of vehicles, and specifically, to a railway vehicle and a control method and system thereof and a train control and management system (TCMS).
  • TCMS train control and management system
  • a conventional railway vehicle control method includes performing data fusion on output data of various test sources, such as a video camera apparatus, a laser radar apparatus, an infrared testing apparatus, an ultrasonic testing apparatus, and a global positioning system (GPS) according to working conditions of vehicle operating in different roads, locations, and natural environments and characteristics of obstacles.
  • various test sources such as a video camera apparatus, a laser radar apparatus, an infrared testing apparatus, an ultrasonic testing apparatus, and a global positioning system (GPS)
  • GPS global positioning system
  • the method can realize only the control of the operation of the current vehicle but cannot realize control of operation of railway vehicles on a whole line.
  • the present disclosure is intended to provide a railway vehicle and a control method and system thereof and a train control and management system (TCMS). By means of the disclosure, the control of the operation of railway vehicles on the whole line can be realized.
  • TCMS train control and management system
  • a railway vehicle control method includes: receiving a information of a target railway vehicle and a current speed of a current railway vehicle, the target railway vehicle is in front of the current railway vehicle; controlling, based on the information of the target railway vehicle and the current speed, the current railway vehicle to operate, and determining an operation requirement for the target railway vehicle; and transmitting the operation requirement for the target railway vehicle to a central server, to cause the central server to transmit the operation requirement for the target railway vehicle to the target railway vehicle, so that the target railway vehicle operates based on the operation requirement for the target railway vehicle.
  • the current railway vehicle includes a TCMS and a signal system
  • the controlling the current railway vehicle to operate, and determining an operation requirement for the target railway vehicle includes determining, by the TCMS, the operation requirement for the target railway vehicle; and redundantly controlling, by the TCMS and the signal system, the current railway vehicle to operate.
  • the information of the target railway vehicle includes a relative speed and a relative distance between the current railway vehicle and the target railway vehicle, and the controlling the current railway vehicle to operate, and determining an operation requirement for the target railway vehicle includes: controlling the current railway vehicle to maintain a current operating state when the relative speed is less than 0; controlling the current railway vehicle to maintain the current operating state when the relative speed is equal to 0, and determining that the operation requirement for the target railway vehicle is to maintain the current operating state or accelerate; controlling the current railway vehicle to perform stopping-based braking when the relative speed is greater than 0 and greater than the current speed, and determining that the operation requirement for the target railway vehicle is to perform stopping-based braking; controlling the current railway vehicle to perform slowing-based braking when the relative speed is greater than 0 and equal to the current speed; and determining whether a theoretical braking distance is greater than or equal to the relative distance when the relative speed is greater than 0 and less than the current distance; if the theoretical braking distance is greater than or equal to the relative distance, control the current railway vehicle to perform stopping
  • a TCMS includes: a receiving module, configured to receive information of a target railway vehicle in front of a current railway vehicle and a current speed of the current railway vehicle; a control module, configured to control, based on the information of the target railway vehicle and the current speed, the current railway vehicle to operate, and determine an operation requirement for the target railway vehicle; and a communication module, configured to transmit the operation requirement for the target railway vehicle to a central server, to cause the central server to transmit the operation requirement for the target railway vehicle to the target railway vehicle, so that the target railway vehicle operates based on the operation requirement for the target railway vehicle.
  • the communication module is implemented by a signal system of the current railway vehicle.
  • the signal system and the control module redundantly control the current railway vehicle to operate.
  • the information of the target railway vehicle includes a relative speed and a relative distance between the current railway vehicle and the target railway vehicle
  • the control module is configured to: control the current railway vehicle to maintain a current operating state when the relative speed is less than 0; control the current railway vehicle to maintain the current operating state when the relative speed is equal to 0, and determining that the operation requirement for the target railway vehicle is to maintain the current operating state or accelerate; control the current railway vehicle to perform stopping-based braking when the relative speed is greater than 0 and greater than the current speed, and determine that the operation requirement for the target railway vehicle is to perform stopping-based braking; control the current railway vehicle to perform slowing-based braking when the relative speed is greater than 0 and equal to the current speed; and determine whether a theoretical braking distance is greater than or equal to the relative distance when the relative speed is greater than 0 and less than the current distance; if the theoretical braking distance is greater than or equal to the relative distance, control the current railway vehicle to perform stopping-based braking, and determine that the operation requirement for the target railway vehicle is
  • a railway vehicle includes the TCMS described in the second embodiment of the present disclosure.
  • a railway vehicle control system includes: a TCMS, installed on a current railway vehicle and configured to: receive information of a target railway vehicle in front of the current railway vehicle and a current speed of the current railway vehicle, control, based on the information of the target railway vehicle and the current speed, the current railway vehicle to operate, determine an operation requirement for the target railway vehicle, and transmit the operation requirement for the target railway vehicle to a central server; an obstacle detection apparatus, mounted to the current railway vehicle and configured to: detect the information of the target railway vehicle in front of the current railway vehicle, and transmit the detected information of the target railway vehicle to the TCMS; and the central server, located outside the current railway vehicle and configured to: receive the operation requirement for the target railway vehicle from the TCMS, and transmit the operation requirement for the target railway vehicle to the target railway vehicle, so that the target railway vehicle operates based on the operation requirement for the target railway vehicle.
  • a TCMS installed on a current railway vehicle and configured to: receive information of a target railway vehicle in front of the current railway vehicle and a current speed of the current
  • the information of the target railway vehicle includes a relative speed and a relative distance between the current railway vehicle and the target railway vehicle
  • the TCMS is configured to: control the current railway vehicle to maintain a current operating state when the relative speed is less than 0; control the current railway vehicle to maintain the current operating state when the relative speed is equal to 0, and determining that the operation requirement for the target railway vehicle is to maintain the current operating state or accelerate; control the current railway vehicle to perform stopping-based braking when the relative speed is greater than 0 and greater than the current speed, and determine that the operation requirement for the target railway vehicle is to perform stopping-based braking; control the current railway vehicle to perform slowing-based braking when the relative speed is greater than 0 and equal to the current speed; and determine whether a theoretical braking distance is greater than or equal to the relative distance when the relative speed is greater than 0 and less than the current distance; if the theoretical braking distance is greater than or equal to the relative distance, control the current railway vehicle to perform stopping-based braking, and determine that the operation requirement for the target railway vehicle
  • the obstacle detection apparatus includes at least one of a radar apparatus, a visual apparatus, an infrared apparatus, or a global positioning system (GPS).
  • a radar apparatus e.g., a radar apparatus, a visual apparatus, an infrared apparatus, or a global positioning system (GPS).
  • GPS global positioning system
  • the operation requirement for the target railway vehicle can be determined, and the operation requirement for the target railway vehicle can be transmitted to the target railway vehicle by using the central server, so that the target railway vehicle can operate based on the operation requirement for the target railway vehicle.
  • the linkage control of the current railway vehicle and the target railway vehicle in the front can be realized. Therefore, collision can be effectively avoided, or collision losses can be reduced, the actions of railway vehicles on the whole line can be effectively controlled, and the operation efficiency of the railway vehicles on the whole line can be guaranteed.
  • workers in a control center can further acquire the conditions of the railway vehicles on the whole line timely from the central server, to assign staff in time for handling.
  • FIG. 1 is a flowchart of a railway vehicle control method according to an embodiment of the present disclosure.
  • FIG. 2 is a schematic block diagram of a train control and management system (TCMS) according to an embodiment of the present disclosure.
  • TCMS train control and management system
  • FIG. 3 is a schematic block diagram of a railway vehicle according to an embodiment of the present disclosure.
  • FIG. 4 is a flowchart of controlling a railway vehicle according to an embodiment of the present disclosure.
  • FIG. 5 is a schematic block diagram of a railway vehicle control system according to an embodiment of the present disclosure.
  • FIG. 6 is a schematic diagram of an application scenario of a railway vehicle control system according to an embodiment of the present disclosure.
  • FIG. 7 is a working flowchart of the railway vehicle control system according to an embodiment of the present disclosure.
  • Stopping-based braking means controlling, by means of safety braking, a railway vehicle to decelerate until the railway vehicle stops.
  • Safety braking means that the electric braking does not work, and only the mechanical braking works.
  • a braking deceleration depends on the performance of a mechanical braking product of the railway vehicle, for example, may be 1.2 m/s2.
  • Slowing-based braking means calculating a deceleration instruction according to the braking performance of a railway vehicle and a relative distance S 0 between the railway vehicle and a target railway vehicle in the front, and controlling the railway vehicle to decelerate according to a deceleration in the calculated deceleration instruction until the railway vehicle stops.
  • Service braking means controlling, by means of service braking, a railway vehicle to decelerate until the railway vehicle stops.
  • Service braking means that both electric braking and the mechanical braking work.
  • a braking deceleration depends on the performance of a mechanical braking product of the railway vehicle, for example, may be 1.0 m/s2.
  • a theoretical braking distance S is a braking distance calculated theoretically based on a current speed of the railway vehicle.
  • a tolerable anti-collision distance ⁇ S is a distance within which two stopping vehicles can barely avoid a collision.
  • the tolerable anti-collision distance ⁇ S is a positive number, and is set in consideration of a detection reaction time of the target railway vehicle and a control reaction time of the current railway vehicle.
  • FIG. 1 is a flowchart of a railway vehicle control method according to an embodiment of the present disclosure. As shown in FIG. 1 , the method includes the following steps S 11 to S 13 . The method may be performed by a train control and management system (TCMS) on a railway vehicle.
  • TCMS train control and management system
  • Step S 11 Receiving a information of a target railway vehicle in front of a current railway vehicle and a current speed of the current railway vehicle.
  • the information of the target railway vehicle may be acquired from an obstacle detection apparatus mounted to the current railway vehicle.
  • the obstacle detection apparatus may include a radar apparatus such as a laser radar or a millimeter wave radar, a visual apparatus such as a camera, an infrared apparatus, an ultrasonic testing apparatus, a global positioning system (GPS), and the like.
  • Step S 12 Controlling, based on the information of the target railway vehicle and the current speed, the current railway vehicle to operate, and determine an operation requirement for the target railway vehicle.
  • Step S 13 Transmitting the operation requirement for the target railway vehicle to a central server, to cause the central server to transmit the operation requirement for the target railway vehicle to the target railway vehicle, so that the target railway vehicle operates based on the operation requirement for the target railway vehicle.
  • the operation requirement for the target railway vehicle is, for example, to require the target railway vehicle in the front to accelerate, decelerate, or the like.
  • the central server is a server that can manage railway vehicles on a whole line.
  • the central server is located outside the current railway vehicle.
  • the operation requirement for the target railway vehicle can be determined, and the operation requirement for the target railway vehicle can be transmitted to the target railway vehicle by using the central server, so that the target railway vehicle can operate based on the operation requirement for the target railway vehicle.
  • the linkage control of the current railway vehicle and the target railway vehicle in the front can be realized. Therefore, collision can be effectively avoided, or collision losses can be reduced, the actions of railway vehicles on the whole line can be effectively controlled, and the operation efficiency of the railway vehicles on the whole line can be guaranteed.
  • workers in a control center can further acquire the conditions of the railway vehicles on the whole line timely from the central server, to assign staff in time for handling.
  • the current railway vehicle includes a TCMS and a signal system.
  • the signal system is described in detail below. Therefore, in step S 12 , the TCMS may determine the operation requirement for the target railway vehicle, and the TCMS and the signal system redundantly control the current railway vehicle to operate. In this way, dual control can be realized, and collision can be avoided more effectively or more collision losses can be reduced.
  • the information of the target railway vehicle includes a relative speed and a relative distance S 0 between the current railway vehicle and the target railway vehicle.
  • the relative speed is a vector.
  • a positive value or a negative value of the relative speed is used to represent approaching each other or moving away from each other.
  • a negative relative speed that is, a relative speed less than 0 is used to represent moving away from each other.
  • a positive relative speed that is, a relative speed greater than 0 is used to represent approaching each other.
  • Step S 12 of controlling the current railway vehicle to operate and determining the operation requirement for the target railway vehicle may include the following:
  • the relative speed is greater than 0 and less than the current speed, it indicates that the current railway vehicle and the target railway vehicle are traveling in a same direction, and a current speed of the target railway vehicle is less than the current speed of the current railway vehicle.
  • the theoretical braking distance S is greater than or equal to the relative distance S 0 . If the theoretical braking distance S is greater than or equal to the relative distance S 0 , it indicates that a risk of collision is very large.
  • the current railway vehicle is controlled to perform stopping-based braking, and it is determined that the operation requirement for the target railway vehicle is to accelerate.
  • the relative distance between the current railway vehicle and the target railway vehicle is increased by stooping-based braking of the current railway vehicle and accelerating of the target railway vehicle. In this way, collision is avoided.
  • the theoretical braking distance S is less than the relative distance S 0 , it needs to be further determined whether a difference between the relative distance S 0 and the theoretical braking distance S is greater than a tolerable anti-collision distance ⁇ S.
  • the difference between the relative distance S 0 and the theoretical braking distance S is greater than the tolerable anti-collision distance ⁇ S, the risk of collision is relatively small. Therefore, the current railway vehicle may be controlled to maintain the current operating state.
  • the current railway vehicle is controlled to perform service brake for deceleration.
  • the difference between the relative distance S 0 and the theoretical braking distance S is less than the tolerable anti-collision distance ⁇ S, it indicates that the risk of collision is very large. Therefore, the current railway vehicle is controlled to perform safety braking, and it is determined that the operation requirement for the target railway vehicle is to maintain the current operating state or accelerate.
  • FIG. 2 is a schematic block diagram of a TCMS according to an embodiment of the present disclosure.
  • the TCMS 2 includes: a receiving module 21 , configured to receive a information of a target railway vehicle in front of a current railway vehicle and a current speed of the current railway vehicle; a control module 22 , configured to control, based on the information of the target railway vehicle and the current speed, the current railway vehicle to operate, and determine an operation requirement for the target railway vehicle; and a communication module 23 , configured to transmit the operation requirement for the target railway vehicle to a central server, to cause the central server to transmit the operation requirement for the target railway vehicle to the target railway vehicle, so that the target railway vehicle operates based on the operation requirement for the target railway vehicle.
  • the communication module 23 may be implemented by using an information terminal in a conventional TCMS, a conventional signal system in the current railway vehicle, or other types of communication systems.
  • the operation requirement for the target railway vehicle can be determined, and the operation requirement for the target railway vehicle can be transmitted to the target railway vehicle by using the central server, so that the target railway vehicle can operate based on the operation requirement for the target railway vehicle.
  • the linkage control of the current railway vehicle and the target railway vehicle in the front can be realized. Therefore, collision can be effectively avoided, or collision losses can be reduced, the actions of railway vehicles on the whole line can be effectively controlled, and the operation efficiency of the railway vehicles on the whole line can be guaranteed.
  • workers in a control center can further acquire the conditions of the railway vehicles on the whole line timely from the central server, to assign staff in time for handling.
  • the information of the target railway vehicle includes a relative speed and a relative distance between the current railway vehicle and the target railway vehicle
  • the control module 22 is configured to: (1) control the current railway vehicle to maintain a current operating state when the relative speed is less than 0; (2) control the current railway vehicle to maintain the current operating state when the relative speed is equal to 0, and determining that the operation requirement for the target railway vehicle is to maintain the current operating state or accelerate; (3) control the current railway vehicle to perform stopping-based braking when the relative speed is greater than 0 and greater than the current speed, and determine that the operation requirement for the target railway vehicle is to perform stopping-based braking; (4) control the current railway vehicle to perform slowing-based braking when the relative speed is greater than 0 and equal to the current speed; and (5) determine whether a theoretical braking distance is greater than or equal to the relative distance when the relative speed is greater than 0 and less than the current distance; if the theoretical braking distance is greater than or equal to the relative distance, control the current railway vehicle to perform stopping-based braking, and determine that the
  • a railway vehicle includes the TCMS 2 according to the embodiments of the present disclosure.
  • the railway vehicle may be a rubber-wheeled tram or other types of railway vehicles.
  • FIG. 3 is a schematic block diagram of a railway vehicle according to an embodiment of the present disclosure.
  • an obstacle detection system of the railway vehicle detects a target railway vehicle in front of the railway vehicle.
  • the obstacle detection system may detect the target railway vehicle by using a radar system, a visual system, or the like.
  • a controller in the obstacle detection system fuses detection results from the radar system, the visual system, or the like to obtain information of the target railway vehicle.
  • the controller in the obstacle detection system may be an independent module, or may be integrated in the radar system or the visual system.
  • the TCMS in the current railway vehicle may control, based on information of a target railway vehicle and a current speed of the current railway vehicle, the current railway vehicle to operate, and determine an operation requirement for the target railway vehicle.
  • a signal system in the current railway vehicle may transmit the operation requirement for the target railway vehicle determined by the TCMS to a central server 1 .
  • the central server 1 is located outside the current railway vehicle and configured to manage railway vehicles on a whole line.
  • the TCMS may further transmit, to the signal system, a control policy determined based on the information of the target railway vehicle and the current speed of the current railway vehicle. Therefore, the signal system can perform operations related to controlling the current railway vehicle to operate described above. In this way, redundancy control is realized, and reliability is enhanced.
  • a conventional signal system is composed of a computer interlocking subsystem, an automatic train protection subsystem, an automatic train operation subsystem, an automatic train monitoring subsystem, and the like, and is an automatic control system in which train traffic control, operation adjustment, and train operation automation are integrated.
  • the signal system in the present disclosure is a system added with the related functions described above based on the conventional signal system.
  • FIG. 4 is a flowchart of controlling a railway vehicle according to an embodiment of the present disclosure.
  • the obstacle detection system first performs power-on self-test. If the self-test is abnormal, the TCMS receives self-test-abnormal information and transmits the self-test-abnormal information to the signal system. The signal system transmits the self-test-abnormal information of the obstacle detection system to the central server. If the self-test of the obstacle detection system is normal, the obstacle detection system starts to detect a information of the target railway vehicle in the front, and transmits the detected information to the TCMS. Then, the TCMS determines a level of collision risk according to the information of the target railway vehicle and the current speed, and determines the operation requirement for the target railway vehicle.
  • the TCMS then controls, according to the level of collision risk, the current railway vehicle to operate.
  • the TCMS further transmits the level of collision risk and the operation requirement for the target railway vehicle to the signal system. Therefore, the signal system controls, according to the level of collision risk, the current railway vehicle to operate and transmits the operation requirement for the target railway vehicle to the central server.
  • FIG. 5 is a schematic block diagram of a railway vehicle control system according to an embodiment of the present disclosure.
  • the railway vehicle control system 500 includes: a TCMS 2 , installed on the current railway vehicle 100 and being the TCMS described with reference to FIG.
  • an obstacle detection apparatus 3 mounted to the current railway vehicle 100 and configured to: detect the information of the target railway vehicle in front of the current railway vehicle, and transmit the detected information of the target railway vehicle to the TCMS 2 ; and a central server 1 , located outside the current railway vehicle 100 and configured to: receive the operation requirement for the target railway vehicle from the TCMS 2 , and transmit the operation requirement for the target railway vehicle to the target railway vehicle, so that the target railway vehicle operates based on the operation requirement for the target railway vehicle.
  • the obstacle detection apparatus 3 may include a radar apparatus such as a laser radar or a millimeter wave radar, a visual apparatus such as a camera, an infrared apparatus, an ultrasonic testing apparatus, a GPS, and the like.
  • the obstacle detection apparatus 3 may further include a processor.
  • the processor may be an independent module, or may be integrated in one of the radar apparatus or the visual apparatus to process data collected by the radar apparatus or the visual apparatus and transmit a processing result to the TCMS 2 .
  • the data collected by the radar apparatus or the visual apparatus may alternatively be processed by the TCMS 2 .
  • the information of the target railway vehicle includes a relative speed and a relative distance between the current railway vehicle and the target railway vehicle in the front.
  • the operation requirement for the target railway vehicle can be determined, and the operation requirement for the target railway vehicle can be transmitted to the target railway vehicle by using the central server, so that the target railway vehicle can operate based on the operation requirement for the target railway vehicle.
  • the linkage control of the current railway vehicle and the target railway vehicle in the front can be realized. Therefore, collision can be effectively avoided, or collision losses can be reduced, the actions of railway vehicles on the whole line can be effectively controlled, and the operation efficiency of the railway vehicles on the whole line can be guaranteed.
  • workers in a control center can further acquire the conditions of the railway vehicles on the whole line timely from the central server, to assign staff in time for handling.
  • FIG. 6 is a schematic diagram of an application scenario of a railway vehicle control system according to an embodiment of the present disclosure.
  • the obstacle detection apparatus on the current vehicle detects the information of the target railway vehicle and transmits the information to the TCMS on the current vehicle.
  • the TCMS controls, based on the information of the target railway vehicle and the speed information of the current vehicle, the current vehicle to operate, and determines the operation requirement for the target railway vehicle.
  • the signal system on the current vehicle transmits the operation requirement for the target railway vehicle to the central server.
  • the central server transmits the operation requirement for the target railway vehicle to a signal system on the target railway vehicle.
  • the signal system on the target railway vehicle transmits the operation requirement for the target railway vehicle to a TCMS on the target railway vehicle.
  • the TCMS on the target railway vehicle controls, based on the operation requirement for the target railway vehicle, the target railway vehicle to operate.
  • the TCMS controls the target railway vehicle by controlling the traction system, the braking system, or the like.
  • FIG. 7 is a working flowchart of the railway vehicle control system 500 according to an embodiment of the present disclosure.
  • the obstacle detection apparatus 3 detects the information of the target railway vehicle in front of the current railway vehicle, and the TCMS 2 acquires the information of the target railway vehicle in front of the current railway vehicle from the obstacle detection apparatus 3 and acquires the current speed of the current railway vehicle from the current railway vehicle.
  • the information of the target railway vehicle includes a relative speed and a relative distance S 0 between the current railway vehicle and the target railway vehicle.
  • step S 702 the TCMS 2 determines whether the relative speed is less than 0. If the relative speed is less than 0, step S 703 is performed. If relative speed is equal to 0, step S 704 is performed. If the relative speed is greater than 0, step S 705 is performed.
  • the TCMS 2 controls the current railway vehicle to maintain the current operating state.
  • the TCMS 2 further determines that the target railway vehicle is required to maintain the current operation speed or accelerate. The requirement is transmitted to the target railway vehicle by using the central server 1 .
  • the target railway vehicle maintains the current operating state or accelerates after receiving the requirement, to guarantee a safe distance between the current railway vehicle and the target railway vehicle.
  • step S 705 When the relative speed is greater than 0, the TCMS 2 determines whether the relative speed is greater than the current speed of the current railway vehicle. If the relative speed is greater than the current speed of the current railway vehicle, step S 706 is performed. If the relative speed is less than the current speed of the current railway vehicle, step S 708 is performed. If the relative speed is equal to the current speed of the current railway vehicle, step S 707 is performed.
  • the TCMS 2 controls the current railway vehicle to perform stopping-based braking and determines that the target railway vehicle is currently required to accelerate, and the requirement is forwarded to the target railway vehicle by the central server 1 , and then the target railway vehicle accelerates.
  • the TCMS 2 may control the current railway vehicle to maintain the current operating state and forbid the current railway vehicle from accelerating.
  • the TCMS 2 controls the current railway vehicle to perform safety braking and determines that the target railway vehicle currently is required to maintain the current operating state or accelerate but not to decelerate, and the requirement is forwarded to the target railway vehicle by the central server 1 , and then the target railway vehicle maintains the current operating state or accelerates, but does not decelerate.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
US17/635,994 2019-08-30 2020-08-28 Railway vehicle and control method and system therefor, and train control and management system Pending US20220281498A1 (en)

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CN201910817286.5A CN112441086A (zh) 2019-08-30 2019-08-30 轨道车辆及其控制方法、系统和列车控制与管理系统
CN201910817286.5 2019-08-30
PCT/CN2020/112239 WO2021037237A1 (zh) 2019-08-30 2020-08-28 轨道车辆及其控制方法、系统和列车控制与管理系统

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CN113085961A (zh) * 2021-04-12 2021-07-09 重庆交通职业学院 一种轨道车辆智能调度控制方法和系统
CN113232698B (zh) * 2021-05-21 2022-11-22 中车唐山机车车辆有限公司 列车静态测试方法和列车

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