WO2019227674A1 - 一种采用虚拟耦合的多列车协同控制方法及系统 - Google Patents

一种采用虚拟耦合的多列车协同控制方法及系统 Download PDF

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Publication number
WO2019227674A1
WO2019227674A1 PCT/CN2018/100192 CN2018100192W WO2019227674A1 WO 2019227674 A1 WO2019227674 A1 WO 2019227674A1 CN 2018100192 W CN2018100192 W CN 2018100192W WO 2019227674 A1 WO2019227674 A1 WO 2019227674A1
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WIPO (PCT)
Prior art keywords
train
control
adjacent
acceleration
distance
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PCT/CN2018/100192
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English (en)
French (fr)
Chinese (zh)
Inventor
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
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Application filed by 北京全路通信信号研究设计院集团有限公司 filed Critical 北京全路通信信号研究设计院集团有限公司
Priority to HRP20220662TT priority Critical patent/HRP20220662T1/hr
Priority to EP18920691.5A priority patent/EP3760513B1/en
Priority to RS20220517A priority patent/RS63263B1/sr
Publication of WO2019227674A1 publication Critical patent/WO2019227674A1/zh

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    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • 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
    • B61L15/0062—On-board target speed calculation or supervision

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the present disclosure proposes a method for collaboratively controlling multiple trains by virtual coupling.
  • a multi-train cooperative control method using virtual coupling includes:
  • 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 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.
  • 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. 4 shows a structural diagram of a cooperative control system according to an embodiment of the present disclosure.
  • 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.
  • the multiple trains include train 1... Train i-1, train i... Train N, where train 1 can serve as a lead vehicle.
  • 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.
  • x i and x i-1 represent the positions of train i and train i-1, respectively
  • 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.
  • the distance D (v i , v i-1 ) between train i and train i-1 is an ideal distance.
  • 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.
  • 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 control train 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.
  • the train operation 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.
  • 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.
  • 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.
  • 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.
  • Figure 2 shows a schematic diagram of a process for controlling a train to switch between different operating states.
  • 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.
  • 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.
  • the train i continues to decelerate and enters the running state 9.
  • 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.
  • 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.
  • the train i 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.
  • 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.
  • 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.
  • the immediately preceding train can send its position information, speed information, acceleration information and other information to the control in real time.
  • 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.
  • the train i can control the acceleration and deceleration of the speed through a certain acceleration to realize the conversion between different running states.
  • acceleration and deceleration based on the redundant distance ⁇ x i and relative speed between the control train and the immediately preceding train Dynamically adjusts its own acceleration a i .
  • the acceleration difference ⁇ a i of the front control train is calculated by the following formula:
  • max () means take the maximum value between two or more of them
  • train control is the speed of train i relative to train i-1
  • 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.
  • 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.
  • 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: ).
  • an embodiment of the present disclosure also provides a multi-train cooperative control system using virtual coupling.
  • 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.
  • 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.
  • the preceding vehicle is used as the control train to adjust the running state of the subsequent vehicle as well as the present disclosure.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
PCT/CN2018/100192 2018-05-31 2018-08-13 一种采用虚拟耦合的多列车协同控制方法及系统 WO2019227674A1 (zh)

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Application Number Priority Date Filing Date Title
HRP20220662TT HRP20220662T1 (hr) 2018-05-31 2018-08-13 Metoda i sustav za kooperativno upravljanje više vlakova korištenjem virtualne spojke
EP18920691.5A EP3760513B1 (en) 2018-05-31 2018-08-13 Multi-train cooperative controlling method and system using virtual coupling
RS20220517A RS63263B1 (sr) 2018-05-31 2018-08-13 Postupak i sistem za kooperativno kontrolisanje više vozova pomoću virtuelnog spajanja

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CN201810551198.0A CN108791366B (zh) 2018-05-31 2018-05-31 一种采用虚拟耦合的多列车协同控制方法及系统
CN201810551198.0 2018-05-31

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EP (1) EP3760513B1 (hu)
CN (1) CN108791366B (hu)
HR (1) HRP20220662T1 (hu)
HU (1) HUE059390T2 (hu)
RS (1) RS63263B1 (hu)
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