WO2019227674A1

WO2019227674A1 - Multi-train cooperative controlling method and system using virtual coupling

Info

Publication number: WO2019227674A1
Application number: PCT/CN2018/100192
Authority: WO
Inventors: 刘岭; 韦伟; 张波; 张友兵
Original assignee: 北京全路通信信号研究设计院集团有限公司
Priority date: 2018-05-31
Filing date: 2018-08-13
Publication date: 2019-12-05
Also published as: EP3760513B1; HUE059390T2; HRP20220662T1; CN108791366A; RS63263B1; CN108791366B; EP3760513A4; EP3760513A1

Abstract

A multi-train cooperative controlling method and system using virtual coupling. The method comprises: obtaining the acceleration of an adjacent train of a controlled train, a speed difference value between the adjacent train of the controlled train and the controlled train, and a redundancy distance between the adjacent train of the controlled train and the controlled train; determining the acceleration of the controlled train according to the acceleration of the adjacent train of the controlled train, the speed difference value between the adjacent train of the controlled train and the controlled train, and the redundancy distance between the adjacent train of the controlled train and the controlled train; and adjusting the speed of the controlled train according to the determined acceleration of the controlled train. By making each train closely follow the closest front train, the stable and coordinated operation of a train group is realized, so that the purposes of safety and high efficiency are achieved.

Description

Method and system for multi-train cooperative control using virtual coupling

This application claims priority from Chinese Patent Application No. 201810551198.0, filed on May 31, 2018, and the disclosure of the above-mentioned Chinese patent application is incorporated herein by reference in its entirety as part of this application.

Technical field

The present disclosure relates to the technical field of rail transit, and in particular, to a method and system for multi-train cooperative control using virtual coupling.

Background technique

In rail transit, tracking control is usually performed by blocking, that is, using signals or vouchers to ensure that trains operate in accordance with technical methods that must maintain a certain distance (space interval) between the preceding train and the tracking train. In this mode, the front control train is tracked according to the closed partition. The tracking interval is relatively large, and the number of control levels is high. The control efficiency is low. In addition, the two trains are managed as independent entities, occupying a train number and a planned line. It is not possible to flexibly adjust the transportation capacity of a single trip. Although the reconnecting method is used on the existing line, it is not affected by the physical connection of the coupler and other equipment. Its connection and disassembly efficiency is not high, it cannot be controlled dynamically online, and due to the length of the platform, only two trains can be physically reconnected .

Patent application number CN201710686257.0 discloses a method for controlling trains of virtual connected trains. In this method, the trains are controlled to realize point-to-point communication based on on-board equipment, thereby forming virtual connected trains. Because the connection is realized in a virtual way, higher requirements are placed on the cooperative control of multiple cars in the train. The above-mentioned patents control the tracking strategy of the train to the immediately preceding train as follows: the main vehicle follows the acceleration, cruise and In the decelerating running state, the control model is a closed-loop feedback control based on acceleration using distance deviation and speed deviation as inputs, and calculates the relative safe distance in real time based on the current speed as the safety limit condition of the control model. However, this tracking strategy is very simple. During the actual operation of the virtual coupled train, the train will experience rapid acceleration and deceleration, which will cause the train to shake, causing serious discomfort to passengers. This phenomenon is especially serious in the case of multiple cars, such as 3 cars, 8 cars, and 16 cars.

Summary of the Invention

Aiming at the technical problem that stable coordination cannot be achieved under the condition of virtual coupling of multiple vehicles in the prior art, the present disclosure proposes a method for collaboratively controlling multiple trains by virtual coupling.

A multi-train cooperative control method using virtual coupling, the method includes:

First, acquiring the acceleration of the adjacent train of the control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train;

Secondly, according to the acceleration of the adjacent train of the control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train, Determining the acceleration of the control train;

Finally, the speed of the control train is adjusted according to the determined acceleration of the control train.

A multi-train cooperative control system using virtual coupling, the system includes:

An information obtaining unit, configured to obtain the acceleration of the adjacent train of the control train and the control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train;

An acceleration calculation unit, configured to: according to the acceleration of the adjacent train of the control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train, Determining the acceleration of the control train;

A speed adjusting unit, configured to adjust the speed of the control train according to the determined acceleration of the control train;

Communication unit, used for communication between front control trains, and between vehicle and control center;

Control center for real-time monitoring of train group operation status.

Through the technical solution of the present disclosure, the efficient and safe operation of the virtual coupled multi-train group is realized. Other features and advantages of the present disclosure will be explained in the following description, and partly become apparent from the description, or be understood by implementing the present disclosure. The objects and other advantages of the present disclosure can be achieved and obtained by the structures indicated in the description, claims, and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic diagram of a coordinated control position relationship according to an embodiment of the present disclosure;

FIG. 2 shows a schematic diagram of operating state transition according to an embodiment of the present disclosure;

FIG. 3 is a schematic diagram illustrating a position relationship between two vehicles with a negative redundant distance according to an embodiment of the present disclosure; FIG.

FIG. 4 shows a structural diagram of a cooperative control system according to an embodiment of the present disclosure.

Detailed ways

In order to further explain the technical means and effects adopted by the present disclosure to achieve the intended purpose of the present invention, the detailed implementation, structure, features, and effects of the application according to the present disclosure are described in detail below with reference to the drawings and preferred embodiments. . In the following description, different "one embodiment" or "an embodiment" does not necessarily mean the same embodiment. Furthermore, the particular features, structures, or characteristics in one or more embodiments may be combined in any suitable form.

In the embodiment of the present disclosure, devices such as couplers are no longer used to implement physical connection between multiple trains, but wireless communication methods such as vehicle-vehicle communication are used to enable virtual coupling between multiple trains. In the system of virtual coupling, since the devices such as couplers are not used to implement physical connection between the trains, but wireless connection is adopted, so the distance or relative position between the trains will change during the operation of the trains. FIG. 1 exemplarily illustrates a position relationship diagram between multiple trains in the cooperative control of the virtual coupling system. The present disclosure controls virtual multi-train cooperation in a coordinated manner. According to the context of multiple train positions, continuous multiple trains are regarded as a train group that is virtually coupled together. When a certain train in the train group is controlled, the car can be regarded as The control train determines the control acceleration of the control train according to the state of the control train and the running state of its neighboring trains, thereby adjusting the speed of the control train.

As shown in FIG. 1, the multiple trains include train 1... Train i-1, train i... Train N, where train 1 can serve as a lead vehicle. The embodiment of the present disclosure uses two trains i and i-1 which are adjacent to each other in front and rear among a plurality of trains as an example for illustrative description.

The train i, which is a control train, has a certain distance from the train i-1, which is an immediately preceding train adjacent thereto. In the figure, x _i and x _i-1 represent the positions of train i and train i-1, respectively, and v _i and v _i-1 represent the current travel speed of train i and train i-1, respectively; D ( v _i , v _i-1 ) are the ideal distances that need to be maintained between the two cars when the speed of train i is v _i and the speed of train i-1 is v _i-1 . The ideal distance is controlled by the speed of the train influences. During the operation of the train, the distance D (v _i , v _i-1 ) between train i and train i-1 is an ideal distance. When the ideal distance is maintained between the two trains, it can ensure the efficient operation of the train and There are no safety issues such as collisions.

The ideal distance D (v _i , v _i-1 ) is also related to the safety distance d ₀ , the train length L, the common braking distance Sc _i (v _i ) of the train i, and the emergency braking distance Su of the train i-1. _i-1 (v _i-1 ) is related. The usual braking distance Sc _i (v _i ) of train i depends on the current speed v _i of train i, which can be obtained by querying the actual train parameters; the emergency braking distance Su _i-1 (v _{i-1 of} train _i-1 ) Depends on the current speed v _{i-1 of} train _i-1 , which can be obtained by querying the actual train parameters.

The specific ideal distance D (v _i , v _i-1 ) is as follows:

D (v _i , v _i-1 ) = d ₀ + L + Sc _i (v _i ) -Su _i-1 (v _i-1 ) (1)

In the above formula (1), d ₀ is to control the train to take common braking in the case of emergency braking of the immediately preceding train, and control the safety distance reserved between the train head and the tail of the immediately preceding train after stopping. The safety interval d _{0 is} affected by the brake response time made by the driver, the delay of signal processing and transmission in the train equipment, and the control of the train speed. Specifically, the safety interval d ₀ = (braking reaction time + signal processing and transmission delay). Hour) × control train speed × safety factor, where the safety factor is between 1-2.

In the running process of the multi-train system based on the virtual coupling according to the embodiment of the present disclosure, based on the distance relationship and speed relationship between the control train and the immediately preceding train, it is divided into different operating states, by accelerating or decelerating the speed of the train, etc. The control means enables the train to switch between different running states, and finally achieves a balanced running state where the speed of the controlling train and the immediately preceding train are consistent and the distance is stable. The nine operating states are shown below.

As shown in the table above, based on controlling the relationship between the actual distance between the train (train i) and the immediately preceding train (train i-1) and the ideal distance D (v _i , v _i-1 ), the speed relationship, the train operation The status is set to 9 types. In the actual running process, the speed of the control train can be controlled, for example, acceleration or deceleration of the speed can be achieved through acceleration, so that the control train enters from one running state to another. Those skilled in the art should be familiar with the acceleration during acceleration. Is a positive number, and deceleration is a negative number during deceleration. Among them, in the running state 5, the distance between the control train and the immediately preceding train is an ideal distance D (v _i , v _i-1 ), and the running speeds of the two are also the same, that is, the two enter a stable running state. . If all the trains in the train group (except the pilot train) are in the stable operation state 5, the whole train group can achieve efficient and safe operation.

During the operation of the train, due to some objective reasons, it is necessary to adjust the speed and the distance between the trains, so as to enable the control train to switch between the above-mentioned operating states and realize the change between the steady-state operating state and the unstable operating state. Figure 2 shows a schematic diagram of a process for controlling a train to switch between different operating states.

As shown in FIG. 2, in the running state 6, the distance between the train i (the control train) and the train i-1 (the train immediately before) is an ideal distance D (v _i , v _i-1 ), and at this time, the train The speed v _{i of i is} smaller than the speed v _{i-1 of the} train i-1. This speed relationship makes the distance relationship between the front and back cars change from x _i = x _i-1 -D (v _i , v _i-1 ) to x _i <x _i-1 -D (v _i , v _i-1 ). At this time, the train i enters the running state 3, and in the running state 3, the train i accelerates to v _i = v _{i-1 and} then enters the running state 2. In the running state 2, the train i continues to accelerate and enters the running state 1. In running state 1, v _i > v _i-1 , at this time, the train i enters a deceleration, so that x _i = x _i-1 -D (v _i , v _i-1 ) and v _i = v _i-1 , Enter the stable operation state 5. At this time, the two front and rear trains maintain an ideal distance D (v _i , v _i-1 ) and the speeds of the two are consistent, that is, the two cars are in a stable, efficient, and safe operating state.

As shown in FIG. 2, in the running state 4, the safe distance between the train i (the control train) and the train i-1 (the train immediately before) is the ideal distance D (v _i , v _i-1 ), and at this time, The speed v _{i of} train _{i is} greater than the speed v _{i-1 of} train i-1. This speed relationship causes the distance relationship between the two cars to change from x _i = x _i-1 -D (v _i , v _i-1 ) to x _i > x _i-1 -D (v _i , v _i-1 ). At this time, the train i enters the running state 7, and in the running state 7, the train i decelerates and decelerates to v _i = v _i-1 , and the train enters the running state 8. In the running state 8, the train i continues to decelerate and enters the running state 9. In the operating state _{_{9, v i <v i-1}} , i at this time the train enters the acceleration, such that the final _{_{x i = x i-1 -D}} (v i, v i-1), v i = v i-1, Enter the stable operation state 5. At this time, the front and rear trains maintain an ideal distance D (v _i , v _i-1 ), and the relative speeds of the two cars are consistent, that is, the two cars are in a stable, efficient, and safe operating state.

In a stable running state, the relative speed of the front and rear vehicles is consistent and a certain ideal distance is maintained, for example, the train is stopped or the high-speed stable running state.

However, for some objective reasons, such as train departure, stop at the station, or line speed limit, and other objective reasons, a train in a stable operating state needs to break the above stable operating state. Therefore, the train i (control train) will enter the other unstable operation state from the stable operation state. Exemplarily, when the train i is in the stable running state 5, the train in front is about to arrive, at this time the train i-1 decelerates, and its speed v _i-1 decreases, which causes the train i speed v _{i to be} greater than the immediately preceding train speed v _{i -1} , at this time train i enters from running state 5 to running state 4, and further enters running state 7; when the train leaves the station, the speed of train i-1 v _i-1 increases, causing the speed of train i v _{i to be} less than The speed of the train i-1 is v _i-1 . At this time, the train enters the running state 6 from the running state 5 and further enters the running state 3. For example, when the train is running at a high speed, the track line is in good condition, and train i can increase the speed. At this time, the train goes from running state 5 to running state 3. If the line condition is poor, it is necessary to reduce the speed of train i to pass, and at this time the train is running State 5 enters running state 7.

After the train i enters the above-mentioned running state 3 or running state 7, as shown in the above table and FIG. 2, it can continue to change the running state through the acceleration and deceleration control mode and reach a stable running state.

Among the 9 operating states listed above, the control force (the combined force of gravitational force, braking force, and resistance, etc.) can be reasonably applied to the control train to make it accelerate or decelerate to control the train between different operating states. After the conversion, all of the trains in the stable operating state 5 will be converted to a stable running state. That is, when all trains in the train group are running at a high speed, a proper safety distance is ensured and the high-speed tracking runs at the same speed, or all the trains in the train group stop.

In order to judge the various running states of the train for coordinated control, thereby achieving the safe operation of the train, during the train's running process, the immediately preceding train can send its position information, speed information, acceleration information and other information to the control in real time. train. Optionally, the control train may also actively detect the position, speed, acceleration and other information of the immediately preceding train through the detection device, or obtain the position, speed, and acceleration of the immediately preceding train through the train control system.

After the train is in a running state, the train i can control the acceleration and deceleration of the speed through a certain acceleration to realize the conversion between different running states. During acceleration and deceleration, based on the redundant distance Δx _i and relative speed between the control train and the immediately preceding train

Dynamically adjusts its own acceleration a _i .

In the embodiment of the present disclosure, the acceleration difference Δa _{i of the} front control train is calculated by the following formula:

among them:

i = 2,3, ..., N;

max () means take the maximum value between two or more of them;

(i> 1, train control) is the speed of train i relative to train i-1,

Δx _i (i> 1, control train) is the distance difference between train i and D (v _i , v _i-1 ) position after train i-1, which is the allowable redundant distance between train i and train i-1, Among them, Δx _i = x _i- (x _i-1 -D (v _i , v _i-1 )); the train keeps the ideal distance D (v _i , v _i-1 ) during the operation, but in practice, There may be a redundant distance Δx _i from the ideal distance D (v _i , v _i-1 ), in other words, Δx _i is the distance between the position of the train i and the position of D (v _i , v _i-1 ) after the train i-1; As shown in Figure 3, the distance between the control train and the immediately preceding train is greater than the ideal distance D (v _i , v _i-1 ), that is, the redundant distance at this time is negative, and the actual distance of the front and rear trains can be seen from the figure (x _i-1 -x _i ) is D (v _i , v _i-1 ) -Δx _i ;

x _i is the position of the front of train i, v _i is the speed of train i, a _i (i> 0, non-navigator) is the controlled acceleration of train i,

(i> 0, non-leader) is the actual acceleration of train i-1;

a _{acc_max} is the maximum driving acceleration of the train, and those skilled in the art should be familiar with that the driving acceleration is positive when driving;

a _{break_c} is a common braking acceleration of a train, and those skilled in the art should be familiar with that the braking acceleration is negative when braking;

x _m is the distance deviation when the train control force reaches the maximum, and the value is between 90m and 120m.

For a lead train in a train, its head position, vehicle speed, and actual vehicle acceleration are x ₁ , v ₁ ,

In the embodiment of the present disclosure, for the cooperative control of multiple trains, information such as the current head position, speed, and acceleration of the immediately preceding train is considered, so that the controlling train efficiently and safely follows the operation of the immediately preceding train.

After the acceleration difference between the trains is obtained through the above formula (2), the train i adjusts the acceleration of the train i according to the acceleration of the train i-1, and then changes the running state of the train. The control acceleration of the train i is as follows: ). Through the acceleration and deceleration adjustment in the embodiment of the present disclosure, the virtual control of multiple trains achieves coordinated control, which greatly improves train operation stability, comfort, and safety.

Corresponding to the above method, an embodiment of the present disclosure also provides a multi-train cooperative control system using virtual coupling. As shown in FIG. 4, the control center implements data transmission with each train through a train communication unit, and each train may implement data transmission through the train communication unit. The cooperative control system includes an information acquisition unit, an acceleration calculation unit, and a speed adjustment unit. The information acquisition unit is configured to acquire the acceleration of the immediately preceding train, the speed difference between the immediately preceding train and the control train, and the immediately preceding train and the controlling train. Redundant distance between the two; an acceleration calculation unit configured to determine a position based on the acceleration of the immediately preceding train, the speed difference between the immediately preceding train and the control train, and the redundant distance of the immediately preceding train and the controlling train. The control acceleration of the control train; and a speed adjustment unit, configured to adjust the speed of the control train according to the determined control acceleration of the control train. The cooperative control system further includes a communication unit, which is used to implement data transmission between trains and between the train and the control center.

In the embodiment of the present disclosure, the following vehicle is taken as an example for controlling the train to follow the preceding vehicle as an example, but it is not limited to the manner in which the following vehicle follows the immediately preceding train. In contrast, the preceding vehicle is used as the control train to adjust the running state of the subsequent vehicle as well as the present disclosure.

In the embodiment of the present disclosure, for multiple trains running in the same direction on the same line and adjacent trains as a whole, the trains are no longer independent individuals but establish internal relationships, breaking the concept of closed partitions and improving train control efficiency; Determine the acceleration of the following vehicle by the acceleration parameter of the front vehicle, the difference parameter of the front and rear vehicle speed, and the redundant distance parameter of the front and rear vehicle, which makes the virtually coupled train control more secure and reliable, and the tracking distance between two adjacent trains in multiple trains is further reduced; There is no physical connection between trains, and its flexibility is greatly improved.

In summary, those skilled in the art can easily understand that, under the premise of no conflict, the above-mentioned advantageous methods can be freely combined and superimposed.

The foregoing are only the preferred embodiments of the present disclosure, and are not intended to limit the present disclosure in any form. Any simple modifications, equivalent changes, and modifications made to the above embodiments in accordance with the technical essence of the present disclosure still belong to the present disclosure. Within the scope of the disclosed technical solution.

Claims

A multi-train cooperative control method using virtual coupling, the method includes:

First, acquiring the acceleration of the adjacent train of the control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train;

Secondly, according to the acceleration of the adjacent train of the control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train, Determining the acceleration of the control train;

Finally, the speed of the control train is adjusted according to the determined acceleration of the control train.
The multi-train cooperative control method using virtual coupling according to claim 1, wherein:

Determine the adjacent train and the train of the control train according to the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train Describe the acceleration difference of the control train;

The acceleration of the control train is determined based on the acceleration difference and the acceleration of an adjacent train of the control train.
The multi-train cooperative control method using virtual coupling according to claim 2, wherein:

The determination of the acceleration difference Δa i between the adjacent train of the control train and the control train is specifically:

among them,

i = 1,2,3, ..., N;

max () means take the maximum value between two or more of them;

Is the difference between the control train speed v i and the adjacent train speed v i-1 of the control train,

Δx i is a redundant distance between the control train and an adjacent train of the control train;

a acc_max is the maximum driving acceleration of the train;

a break_c is the common braking acceleration of the train;

The actual acceleration of the adjacent train of the control train;

x m is the distance deviation when the train control force reaches the maximum;

The determination of the control acceleration a i of the control train is specifically:
The multi-train cooperative control method using virtual coupling according to any one of claims 1-3, wherein:

Acquiring a distance between the control train and an adjacent train of the control train, and an ideal distance between the control train and an adjacent train of the control train;

Determining the distance between the adjacent train of the control train and the control train according to the distance between the adjacent train of the control train and the control train, and the ideal distance between the adjacent train of the control train and the control train Redundant distance between them.
The multi-train cooperative control method using virtual coupling according to claim 4, wherein:

Determining the control distance of the control train based on the safety distance between the adjacent train of the control train and the control train, the common braking distance of the control train, and the emergency braking distance of the adjacent train of the control train. Ideal spacing between adjacent trains and the control train.
The multi-train cooperative control method using virtual coupling according to claim 5, wherein:

The common braking distance of the control train is obtained by querying actual train parameters.
The multi-train cooperative control method using virtual coupling according to any one of claims 5 to 6, wherein:

The emergency braking distance of the adjacent train of the control train is obtained by querying actual train parameters.
The multi-train cooperative control method using virtual coupling according to any one of claims 5 to 6, wherein:

A safety distance is determined based on the braking response time, the delay of signal and information transmission, the speed of the adjacent train of the control train and the speed of the control train.
The multi-train cooperative control method using virtual coupling according to claim 8, wherein:

Safety distance = (braking response time + signal processing and transmission delay) × control train speed × safety factor.
A multi-train cooperative control system using virtual coupling, the system includes:

An information obtaining unit, configured to obtain the acceleration of the adjacent train of the control train and the control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train;

An acceleration calculation unit, configured to: according to the acceleration of the adjacent train of the control train, the speed difference between the adjacent train of the control train and the control train, and the redundant distance between the adjacent train of the control train and the control train, Determining the acceleration of the control train;

A speed adjusting unit, configured to adjust the speed of the control train according to the determined acceleration of the control train;

Communication unit, used for communication between front control trains, and between vehicle and control center;

Control center for real-time monitoring of train group operation status.