WO2023097823A1

WO2023097823A1 - Time reference-based virtual marshalling train control method and device, and storage medium

Info

Publication number: WO2023097823A1
Application number: PCT/CN2021/140914
Authority: WO
Inventors: 陈澍军; 陈磊; 丛林; 张庆刚; 刘宗祝; 田庆涛; 赵赛; 刘鸿宇; 张桂兴; 翟玉千; 李爱君
Original assignee: 中车唐山机车车辆有限公司
Priority date: 2021-12-03
Filing date: 2021-12-23
Publication date: 2023-06-08
Also published as: CN114162178B; CN114162178A

Abstract

The present application provides a time reference-based virtual marshalling train control method and device, and a storage medium. The method comprises: a master end train generates a first protection curve according to the location of a front vehicle; the master end train runs on the basis of the first protection curve, and meanwhile, generates a first instruction curve on the basis of the first protection curve; the master end train transmits the first instruction curve to the last slave end train by means of each slave end train in sequence, and after receiving the first instruction curve, each slave end train executes the first instruction curve according to the time reference of the slave end train. According to the method provided by the present application, after the master end train generates the first protection curve according to the location of the front vehicle, the first protection curve is sent by the subsequent slave end trains in sequence, so that the protection curve is synchronized in all trains, the consistency of control instructions is ensured, and the operation synchronism of a marshalling train is realized from an instruction control end.

Description

Control method, device and storage medium of virtual marshalling train based on time reference

technical field

The present application relates to the technical field of rail transit, and in particular to a method, device and storage medium for controlling a virtual train formation based on a time reference.

Background technique

With the rapid expansion of the scale of urban subway traffic and the demand for future intelligent development, higher demands are put forward for the flexible marshalling and intelligent reconnection of vehicles, that is, the application of vehicle virtual marshalling technology is getting louder and louder.

Traditional subway vehicles are generally in the form of fixed marshalling. According to the passenger flow at different times, the vehicle can be reconnected or unmarshaled through the coupler to meet different passenger flow needs. The traditional double train can transmit the longitudinal force between the double train through the coupler, so that the train can maintain the same speed, and at the same time, the relevant vehicle information of the front and rear cars can be transmitted through the electrical wiring on the coupler. However, the traditional coupler reconnection and decoupling operation is cumbersome, and consumes a lot of labor and time, which greatly reduces the operational efficiency of the entire line.

The virtual marshalling refers to the integration of two or more trains into one train through virtual reconnection control. Unlike traditional fixed marshalling trains, there is no coupler between trains and no manual participation is required. Both reconnection and unmarshalling are passed. The relevant signal can complete the operation, which greatly improves the efficiency of line operation. The existing virtual marshalling trains do not have couplers to transmit the longitudinal force of the front and rear marshalling trains, and the distance between the front and rear trains can only be adjusted through the traction and braking capabilities of each train in the marshalling, and at the same time, the ground or vehicle-mounted antennas are used to transmit relevant information. Vehicle information, so that all trains in the virtual formation maintain a certain degree of synchronization.

At present, there is no application example for the control technology of virtual marshalling trains, but there is also a certain research basis. For the control technology of virtual marshalling trains, the method of relative distance or relative speed is generally used. That is, during the operation of the virtual marshalling train, each train adopts measures such as radar distance measurement/speed measurement, GPS positioning, or ground equipment positioning to ensure a certain distance between the front and rear trains, and the traction and braking capabilities of each train are relatively independent. The relative distance or relative speed of the front and rear trains is calculated in real time and given different traction or braking capabilities, so as to ensure the synchronization of the trains in the formation and achieve the operation effect of the traditional fixed formation train. At the same time, by adjusting the preset relative distance or relative speed of the front and rear cars, the operating frequency of the train can be expanded or reduced to meet the passenger flow in different periods

The existing virtual marshalling method adopts the relative distance or relative speed train control method, which is completely based on the radar of the vehicle itself, or the accuracy of the positioning equipment, to realize the operation synchronization of the front and rear trains. While the vehicle is running in a tunnel or underground line, the accuracy of the positioning equipment will decrease to a certain extent, and the position of the vehicle can only be accurately confirmed through ground positioning; when the vehicle is running on a curved track, the radar system of the vehicle itself may not be detected The front and rear vehicles, or the lack of radar collection data, will also lead to a decrease in vehicle positioning accuracy, which in turn will affect the operational efficiency of virtual marshalling vehicles.

At the same time, the existing method puts more emphasis on the consistency of the operating conditions of all trains in the formation, that is, they are synchronously in traction, coasting or braking conditions. For existing lines, when multiple trains are in traction conditions at the same time, it may cause The instantaneous current is too large, and the current capacity of the existing line is not enough; at the same time, in the braking condition, the regenerative current generated by the vehicle may also exceed the current capacity of the line, which can only cause the vehicle to apply air braking, resulting in a certain amount of waste.

In order to ensure a fixed relative distance or relative speed for the trains in the marshalling, the control commands of each train may be inconsistent, and the synchronous operation of the marshalling trains cannot be realized from the command control end.

Contents of the invention

In order to realize the synchronous operation of the composed train from the instruction control end, the present application provides a time-based virtual composed train control method, device and storage medium.

The first aspect of the present application provides a time-based virtual train control method, the method is applied to multiple sets of trains that have completed virtual formation, wherein multiple sets of trains consist of a set of master trains and at least one set of Composed of trains at the slave end, the train at the master end is the lead car of the virtual formation, and the train at the slave end is the non-lead train of the virtual formation;

The methods include:

The main-end train generates a first protection curve according to the position of the vehicle in front;

The main-end train operates based on the first protection curve, and at the same time, generates a first command curve based on the first protection curve;

The master train transmits the first instruction curve to the last group of slave trains sequentially through the slave trains, and after receiving the first instruction curve, each group of slave trains executes the first instruction curve according to its time reference. Describe the first command curve.

In the second aspect of the present application, an electronic device is provided, including:

memory;

processor; and

Computer program;

Wherein, the computer program is stored in the memory and is configured to be executed by the processor to implement the method as described in the first aspect above.

A third aspect of the present application provides a computer-readable storage medium, on which a computer program is stored; the computer program is executed by a processor to implement the method described in the first aspect above.

In this application, after the master train generates the first protection curve according to the position of the vehicle in front, it will send it through the subsequent slave trains in turn, so that all trains can synchronize the protection curve to ensure the consistency of the control commands, and realize marshalling from the command control terminal Synchronization of trains.

Description of drawings

The drawings described here are used to provide a further understanding of the application and constitute a part of the application. The schematic embodiments and descriptions of the application are used to explain the application and do not constitute an improper limitation to the application. In the attached picture:

Fig. 1 is a schematic flow chart of a time-based virtual formation train control method provided by an embodiment of the present application;

Fig. 2 is a schematic structural diagram of a three-column train provided in the embodiment of the present application;

FIG. 3 is a schematic diagram of the first train communication provided by the embodiment of the present application;

Fig. 4 is a schematic diagram of transmission of a normal driving instruction provided by the embodiment of the present application;

Fig. 5 is the schematic diagram that the unfavorable working condition of train A that the embodiment of the present application provides;

Fig. 6 is a schematic diagram of an unfavorable working condition of train B provided by the embodiment of the present application.

Detailed ways

In order to make the technical solutions and advantages in the embodiments of the present application clearer, the exemplary embodiments of the present application will be further described in detail below in conjunction with the accompanying drawings. Apparently, the described embodiments are only part of the embodiments of the present application, and Not an exhaustive list of all embodiments. It should be noted that, in the case of no conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

In the process of implementing the present application, the inventor found that the existing virtual marshalling method uses a relative distance or relative speed train control method, which is completely based on the radar of the vehicle itself or the accuracy of the positioning equipment to achieve the synchronization of the front and rear trains. While the vehicle is running in a tunnel or underground line, the accuracy of the positioning equipment will decrease to a certain extent, and the position of the vehicle can only be accurately confirmed through ground positioning; when the vehicle is running on a curved track, the radar system of the vehicle itself may not be detected The front and rear vehicles, or the lack of radar collection data, will also lead to a decrease in vehicle positioning accuracy, which in turn will affect the operational efficiency of virtual marshalling vehicles.

In order to ensure a fixed relative distance or relative speed for the trains in the marshalling, the control commands of each train may be inconsistent, and the synchronous operation of the marshalling trains cannot be realized from the command control end. The countermeasures cannot give full play to the flexible performance of the virtual grouping train.

To this end, the present application provides a time-based virtual formation train control method, equipment and storage medium, the method is applied to multiple sets of trains that have completed virtual formation, wherein multiple sets of trains consist of a set of master trains and at least one A group of slave trains is formed, the master train is the head car of the virtual formation, and the slave train is the non-lead train of the virtual formation; the method includes: the master train generates the first protection curve according to the position of the front vehicle; the master train generates the first protection curve based on the first A protection curve is operated, and at the same time, a first instruction curve is generated based on the first protection curve; the master train transmits the first instruction curve to the last group of slave trains through each slave train in turn, and each group of slave trains After reaching the first command curve, execute the first command curve according to its time reference. According to the method provided by this application, after the master train generates the first protection curve according to the position of the vehicle in front, it will send it through the subsequent slave trains in turn, so that all trains can synchronize the protection curve to ensure the consistency of the control commands, and the slave command control The terminal realizes the operation synchronization of the marshalling train.

This embodiment provides a time-based virtual train control method. The objects controlled by the method of this embodiment are multiple sets of trains that have completed the virtual formation, wherein the multiple sets of trains are composed of a set of main-end trains and at least one set of slave-end trains, and the main-end train is the head car of the virtual formation. The train from the end is the non-head train of the virtual formation.

Regardless of the master train or the slave train, each group of trains is equipped with an antenna, through which the vehicle-to-vehicle communication and the vehicle-to-ground communication can be realized.

That is, data transmission is performed between each group of trains through their respective antennas. Moreover, the data transmitted between each group of trains is redundantly backed up to the ground control center. For example, whenever train A receives data, it will forward a copy of the data to the ground control center for redundant backup through the ground control center.

Wherein, the transmitted data includes but not limited to one or more of the following: train time, life signal, traction braking command, idling/sliding, vehicle speed, vehicle positioning.

Referring to Fig. 1, the implementation process of the time-based virtual formation train control method provided by this embodiment is as follows:

101. The main-end train generates a first protection curve according to the position of the vehicle in front.

In this step, the protection curve will be generated through the existing protection curve generation scheme, and the generation details will not be described in detail.

In addition, the "first" in the first protection curve is only used for identification and is used to distinguish it from protection curves generated in other situations, and has no other practical meaning. That is to say, the first protection curve is actually a protection curve, which is generated by the main-end train according to its position with the vehicle in front during normal running.

In addition, the vehicle in front of the master train can be a separate group of trains, or it can be the last group of trains in other virtual formations.

102. The master train runs based on the first protection curve, and at the same time, generates a first instruction curve based on the first protection curve.

In this step, the command curve will be generated through the existing command curve generation scheme, and the generation details will not be described in detail.

In addition, the "first" in the first command curve is only used for identification and is used to distinguish it from command curves generated in other situations, and has no other practical meaning. That is to say, the first command curve is actually a command curve, which is generated by the master train based on the first protection curve. And the first protection curve is generated according to the position of the main-end train and the vehicle in front during normal running.

103. The master train transmits the first instruction curve to the last group of slave trains sequentially through the slave trains, and each group of slave trains executes the first instruction curve according to its time base after receiving the first instruction curve.

Take the three-column formation shown in Figure 2 as an example, where train A is the master train, and trains B and C are slave trains.

In step 101 , train A generates a first protection curve, such as protection curve 1 , according to the position of the vehicle in front. In step 102 , train A is based on protection curve 1 . Run, and at the same time, generate the first instruction curve based on the protection curve 1, such as generating the instruction curve 1. In step 103, train A sends command curve 1 to train B, and train B sends command curve 1 to train C. And, train B will execute command curve 1 according to train B's time base, and train C will execute command curve 1 according to train C's time base.

Through this step, it can be ensured that the instruction curves executed by all trains are the same.

The time reference-based virtual formation train control method provided by this embodiment will perform time calibration when the calibration conditions are met during the control process. Through this time calibration process, the time consistency in each group of trains can be realized, and the time consistency can be achieved. Ensure the accuracy of each group of trains in the execution of instructions.

Therefore, this step ensures that all trains accurately execute the same instruction curve, and realizes the operation synchronization of the marshalling trains from the instruction control end.

The time calibration process is as follows: when the calibration conditions are met, time calibration is performed between multiple groups of trains to obtain a time reference.

Among them, the calibration condition is: multiple sets of trains complete the virtual marshalling for the first time, and determine the master train and the slave train, or the speeds of multiple sets of trains are all 0.

That is to say, whenever the virtual marshalling is completed and the master train and the slave train are determined, the first time calibration is performed. After the first time calibration, a time calibration is performed whenever all trains are stationary.

The process of time calibration is specifically: the master train sends the time information of the master train to each slave train. Each slave train calibrates its own time according to the time information of the master train to obtain its own time reference.

Still taking the three-column formation shown in Figure 2 as an example, train A is the master train, and train B and train C are slave trains.

After the calibration conditions are satisfied, train A sends the time information of train A to train B, and after receiving the time information of train A, train B calibrates the time information of train B according to the time information of train A to obtain the time information of train B time base. Train B then sends the time information of train A to train C. After receiving the time information of train A, train C calibrates the time information of train C according to the time information of train A to obtain the time reference of train C.

After the time base is obtained, this step executes the first instruction curve according to the time base. During execution, each group of slave trains determines the first execution moment according to its time reference, and executes the first instruction curve at the first execution moment. Wherein, the first execution time of each group of slaves is different.

Among them, the "first" in the first execution time is only used for identification, and is used to distinguish it from the execution time in other cases, and has no other actual meaning. That is to say, the first execution moment is a moment at which the slave train will execute the first instruction curve, wherein the first instruction curve is generated by the master train based on the first protection curve, and the first protection curve is the master The end train is generated according to the position of the preceding vehicle during normal driving.

During specific implementation, each group of slave trains is provided with its own interval value (the value identifies the duration), and the moment after the current moment after the interval value is the execution time.

The interval value of train B is T _B , and the interval value of train C is T _C .

After train B receives command curve 1, it executes command curve 1 after a delay of _TB . After receiving the command curve, train C executes command curve 1 after a delay of T _C .

That is to say, the first execution time of train B is the time when command curve 1 is received + T _B time, and the first execution time of train C is the time when command curve 1 is received + T _C time. Through the dynamic adjustment of T _B and T _C , the command execution time of each slave train can be flexibly adjusted, achieving flexible control of each slave train.

Because the current time is the time accurately calibrated by each group of trains, the time accuracy of the time after the delay T _B and delay T _C in each group of trains can be guaranteed, and each group of trains is delayed accordingly according to its own calibration time, and then delayed Then execute the instruction curve 1, and realize the operation synchronization of the marshalling train from the instruction control end.

In addition, while performing time calibration, position calibration can also be performed. That is, when the calibration conditions are met, time calibration is performed between multiple groups of trains to obtain a time reference, and at the same time, position calibration is performed between multiple groups of trains.

In addition, after each group of slave trains executes the first command curve, the execution feedback of the first command curve will be sent to the master train.

The above describes that the normal operation of the virtual train is controlled by the method provided by this implementation. In addition, the virtual train will also have unfavorable conditions (such as idling conditions, or sliding conditions). At this time, this The method provided in the embodiment can also control it.

The train with unfavorable working conditions can be either the head train or any slave train, which will be described in detail below.

●After step 103 is executed, if there is an unfavorable working condition on the master train, then

1.1 The master train generates the first unfavorable working condition signal.

Among them, the "first" in the first unfavorable working condition signal is only used for identification, and is used to distinguish it from unfavorable working condition signals in other situations, and has no other practical meaning. That is to say, the first unfavorable working condition signal is a signal, and it is a signal of an unfavorable working condition, which is generated when an unfavorable working condition occurs on the main-end train.

1.2 The master train adjusts the traction force or braking force, and at the same time, transmits the first unfavorable working condition signal through each slave train to the last group of slave trains.

1.3 After receiving the first unfavorable working condition signal, each group of slave trains determines the second execution time according to its time reference, and adjusts its traction force or braking force according to the first working condition signal at the second execution time.

Wherein, the second execution time of each group of slaves is different.

It should be noted that the "second" in the second execution time is only used for identification, and is used to distinguish it from the execution time in other situations, and has no other actual meaning. That is to say, the second execution moment is a moment at which the slave train will adjust its traction force or braking force according to the first working condition signal, wherein the first working condition signal is generated by the master train when an unfavorable working condition occurs of.

When the train A has an idling condition or a sliding condition, the train A generates a first unfavorable condition signal, such as unfavorable condition signal 1 . Train A adjusts traction force or braking force, and at the same time, sends the first unfavorable working condition signal to train B, and train B then sends unfavorable working condition signal 1 to train C.

In addition, if the interval value of train B is T' _B , the interval value of train C is T' _C .

Then, after receiving the unfavorable working condition signal 1, train B adjusts the traction or braking force of train B according to the unfavorable working condition signal 1 after a delay of _T'B . After the train C receives the unfavorable working condition signal 1, it adjusts the traction or braking force of the train C according to the unfavorable working condition signal 1 after a delay of _T'C .

That is to say, the second execution time of train B is the time when the unfavorable working condition signal 1 is received+ _T'B , and the second execution time of train C is the time when the unfavorable working condition signal 1 is received+ _T'C time. Through the dynamic adjustment of T' _B and T' _C , it is possible to flexibly control the adjustment of the traction force or braking force of each slave train when the master train has an unfavorable working condition.

Because the current time is the time accurately calibrated by each group of trains, the time accuracy of the time after the delay _TB and the delay T _C in each group of trains can be guaranteed, and each group of trains is delayed accordingly according to its own calibration time, and then according to The unfavorable working condition signal 1 adjusts the respective traction force or braking force, and realizes the operation synchronization of the marshalling train from the command control end.

●After step 103 is executed, if there is an unfavorable working condition from the train at the end, then

2.1 Any group of slave trains generates a second unfavorable working condition signal.

Among them, the "second" in the second unfavorable working condition signal is only used for identification, and is used to distinguish it from unfavorable working condition signals in other situations, and has no other practical meaning. That is to say, the second unfavorable working condition signal is a signal, and it is a signal of an unfavorable working condition, which is generated when the slave train has an unfavorable working condition.

2.2 Any group of slave trains adjusts traction force or braking force, generates traction force or braking force command curve, and sends the second unfavorable working condition signal and traction force or braking force command curve to the master train and all other slave trains.

2.3 After receiving the second unfavorable working condition signal and the traction force or braking force command curve, the main train adjusts its traction force or braking force according to the second unfavorable working condition signal and the traction force or braking force command curve.

After each group of other slave trains receives the second unfavorable working condition signal and the traction force or braking force command curve, the third execution time is determined according to its time reference, and at the third execution time according to the second unfavorable working condition signal and the traction force or braking force command curve The brake force command curve adjusts its traction or braking force.

Wherein, the third execution time of each group of slaves is different.

It should be noted that the "third" in the third execution time is only used for identification and is used to distinguish it from the execution time in other situations, and has no other actual meaning. That is to say, the third execution moment is a moment at which the slave train will adjust its traction force or braking force according to the second working condition signal, wherein the second working condition signal is that any slave train has an unfavorable working condition. generated when.

If the train C has an idling condition or a sliding condition, the train C generates a second unfavorable condition signal, such as the unfavorable condition signal 2 . Train C adjusts traction force or braking force, generates traction force or braking force command curve, and sends unfavorable working condition signal 2 and traction force or braking force command curve to train A and train B.

After train A receives the unfavorable working condition signal 2 and the traction force or braking force command curve, it will immediately adjust the traction force or braking force of train A according to the unfavorable working condition signal 2 and the traction force or braking force command curve.

If the interval value of train B is T" _B , then after receiving the unfavorable working condition signal 2 and the traction force or braking force command curve, train B delays T" _B and adjusts according to the unfavorable working condition signal 2 and the traction force or braking force command curve its traction or braking power.

That is to say, the third execution time of train B is the moment of receiving the unfavorable working condition signal 2+T _" _B . Under certain conditions, it can flexibly control the adjustment of traction force or braking force.

In addition to the above-mentioned unfavorable working conditions, there will also be communication loss when the virtual formation train is running, for example, the communication between the terminal train and the following slave train is lost, or any slave train and the front master Communication between end trains is lost. In either case, there will be a slave train that determines that the communication with the master train is lost. At this time, the slave train and all subsequent slave trains will trigger emergency braking.

After the slave-end train and all subsequent slave-end trains complete the virtual marshalling, the slave-end train performs the steps performed by the master-end train in the time-based virtual marshalling train control method provided by this embodiment as a new master-end train, Thereafter, all slave trains are used as new slave trains to perform the steps performed by the slave trains in the time-based virtual train control method provided by this embodiment, so as to perform the steps performed by the new slave trains and the new slave trains. A virtual marshalling train is formed for control.

The time-based virtual train control method provided in this embodiment can improve the synchronization of commands during the operation of the virtual trains and the ability to handle emergency conditions during the operation. That is, considering that the time references of all trains are the same, and at the same time using the function of the trains in the marshalling to transmit related signals to each other, the front-end vehicle transmits its own related data to the slave-end vehicle through wireless equipment, and the slave-end vehicle executes the communication with the slave-end vehicle after a certain period of time. The same instruction operation of the front-end vehicle, so as to realize the consistency of instruction operation of all trains in the formation. Through this method, all the trains in the marshalling can be based on time, and will not be disturbed by the vehicles on any track and the positioning accuracy of the equipment, and the flexibility of the virtual marshalling vehicles can be fully improved.

In the time-based virtual formation train control method provided by this embodiment, all the trains in the formation are based on a unified time standard, and the driving time intervals of the front and rear trains in the formation are reasonably adjusted, thereby ensuring a reasonable driving distance between the front and rear vehicles and giving full play to the advantages of the virtual formation. flexibility.

In addition, all trains in the marshalling realize vehicle-to-vehicle communication through signal antennas, and the trains transmit relevant data to each other, and at the same time transmit the same data to the ground control center to achieve redundant backup. Relevant data include train time, life signal, traction brake command, idling/sliding, vehicle speed, vehicle positioning and other data. Through these data, all trains in the marshalling can communicate with each other, so that each train can obtain the relevant parameters of other trains At the same time, each train also sends the parameters to the ground control center to play a backup role. When a train in the marshalling loses communication with other trains, the relevant parameters can be transmitted through the ground control center to ensure that the line will not be interrupted. operating conditions.

Through the time reference-based virtual train control method provided in this embodiment, the master train in the virtual train will form a protection curve according to the position of the front train, and according to the guard curve, the master train will form a traction or braking command, and The traction or braking command is transmitted to the second slave vehicle, and after receiving the command, the second slave vehicle transmits it to the third slave vehicle at the same time, and executes the command after a certain time interval. After the instruction is executed, it will be fed back to the master vehicle, and the subsequent vehicles will execute according to the logic in turn. When executing the traction braking command, the transmission time of the command signal needs to be considered at the same time.

In addition, every time after the speed of all the trains in the formation is 0, all the trains will check the time and current position to ensure that the time of all the trains in the formation is consistent and the distance between the vehicles is within the allowable range. When the marshalling train starts to run, first the master train starts to start, and after a certain period of time, the second slave vehicle executes the traction command of the master train, and then the following train executes the traction command in turn. In this way, the inrush current at the moment when all trains start at the same time can be reduced. At the same time, if the master train is in the braking state during operation, the current generated by the regenerative braking can be fed back to the power grid, which can be used by the slave train in the traction state. The use of trains achieves the purpose of saving costs. If the distance between vehicles is short or long, the interval time can be adjusted appropriately.

Generally speaking, the wheel-rail adhesion conditions of the master train in the marshalling are relatively poor, and idling or sliding conditions are prone to occur, while the wheel-rail adhesion conditions of the slave trains are relatively good, and the probability of idling or sliding is low. After the idling or sliding condition of the main-end train occurs, the idling/sliding signal is transmitted to the rear car, and the traction force or braking force is adjusted at the same time to quickly eliminate the unfavorable working condition. After receiving the idling/sliding signal, and After a certain period of time, corresponding adjustments are made according to the changes in the traction force or braking force of the main vehicle. If the train at the slave end is idling or sliding, it will send an idling/sliding signal to the vehicle at the master end and other vehicles at the slave end, and adjust the traction force or braking force, and at the same time send the traction force or braking force command curve, the master end The vehicle and other slave vehicles will immediately change the traction force/braking force after receiving the idling/sliding condition and the adjustment of the traction force/braking force. Until the idling or sliding condition of the slave vehicle is eliminated, continue to execute the corresponding commands before idling/sliding, while the master vehicle continues to adjust traction or braking according to the protection curve.

When the vehicle-to-vehicle communication is lost in the marshalling train, it is divided into different emergency plans according to the loss situation. When the communication between the master train and the slave train is lost, all slave trains will immediately trigger emergency braking to ensure a safe distance from the master train; at this time, the master train will continue to travel according to the previously set protection curve. After the rest of the slave trains are all stationary, reconfigure and set the second slave train to become the master train, and at the same time determine the protection distance from the previous master train through the ground control center, and continue driving according to the ascending plan. Similarly, if the slave train loses communication, the slave train and subsequent trains will all trigger emergency braking, and the marshalling vehicles before the slave train will also travel according to the previously set protection curve.

Taking the three-column formation shown in FIG. 2 as an example again, the realization process of the time-based virtual formation train control method provided by the embodiment is exemplarily described.

In Fig. 2, train A is in the forefront of the formation direction, followed by train B and train C.

Vehicle-to-vehicle communication and vehicle-to-ground communication are carried out between train A, train B, and train C to realize redundant backup of data, as shown in Figure 3.

Wherein, the transmitted data includes data such as train time, life signal, traction braking command, idling/sliding, vehicle speed, vehicle positioning, etc., through these data, the time-based virtual formation train control method based on the time reference provided by this embodiment can be realized .

Under normal circumstances, referring to Figure 4, after train A, train B and train C complete the virtual marshalling, and it is determined that among the three groups of trains, train A is the master train, and train B and train C are slave trains, train A sends out the train The time information of A, train B and train C are time calibrated to ensure that the time references of all vehicles in this formation are consistent. A time calibration is performed each time the vehicle speed of the formation is 0. At the same time, the three groups of trains also calibrate the current position information to ensure that the distance between the vehicles meets the requirements.

The master train A generates the protection curve of this train according to the positioning information of the previous train, and performs automatic driving operation. At the same time, it generates the traction/braking command curve of the train according to the time axis, and sends it to train B. After receiving it, it is forwarded to train C. After train B receives the command curve of train A, it executes the command curve after a certain interval of T _B , and gives real-time feedback to train A after the execution is completed. Similarly, train C executes the command curve after a certain time interval T _C and gives real-time feedback to train A. Wherein, the time interval T _B and T _C are adjustable, and when the train ABC in the formation is relatively close or far away, the time T _B or T _C can be adjusted appropriately. The command curve is executed at intervals, which can reduce the impact of the inrush current on the line when the three trains start at the same time, and can also improve the availability of the regenerative current, that is, the regenerative current generated by the braking of train A can be used by the other two trains under traction conditions. , the regenerative current generated by the braking of the other two vehicles can be utilized by the traction condition of train A.

When the idling/sliding condition of vehicles in the marshalling occurs, train A is the master train in the marshalling, its wheel-rail adhesion condition is relatively poor, and the probability of idling/sliding is high, and train B and train C are the slave trains , the wheel-rail adhesion conditions are relatively good, and the probability of idling/sliding is relatively small. When train A appears idling/sliding condition, the idling/sliding signal will be sent to the rear train, and the traction force/braking force will be adjusted at the same time, while train B will follow the state of normal driving command transmission, and follow the interval T' _B time. The command curve of train A is adjusted accordingly, and train C is also adjusted accordingly after the interval time T' _C , as shown in Fig. 5 .

When train B has an idling/sliding condition, it will send idling/sliding signals to the front and rear cars, and adjust the traction force/braking force at the same time. After receiving the signal from train B, train A will generate the The command curve of train B is adjusted accordingly immediately, while train C still executes the command curve of train B after the time interval T” _C , as shown in Figure 6.

When train B appears idling/sliding condition at time tb, train A will interrupt the original command operation (the command dotted line in train A), and immediately execute the command curve fed back by train B, while train C follows the normal mode, Execute the command curve of train B after the interval time T” _C. After the idling/sliding condition of train B is eliminated, train A continues to run according to the normal mode to generate the corresponding command curve, and train B will execute train A from ta to tb and pass the instruction to train C. Then train B continues to execute the instruction curve of train A after the interval time T _B according to the normal mode. Similarly, if train C appears idling/sliding condition, train B needs to A and train B also execute the command curve generated by train C according to the above scheme. The purpose of this is to ensure the consistency between the master end car and the slave end car, and will not cause inconsistent time intervals between the front and rear cars due to the sliding of the middle car, thus affecting the marshalling operating efficiency.

When the life signal transmitted from train A to train B is lost, that is, when the communication of train A is lost, train B and train C will immediately execute the emergency braking command and stop quickly to ensure a safe distance from train A. While train A is still running according to the normal protection curve, and exits the form of formation. After train B and train C come to an emergency brake stop, virtual formation is re-formed. At this time, train B is the master in the new formation, and train C is the slave. At the same time, train B determines the safe distance from train A through the ground control center, and generates a new protection curve, which is used to control the operation of the newly formed vehicles.

When the communication between train B and train A is normal, but the communication with train C is lost, train C immediately executes the emergency braking command, train A and train B continue to drive according to the original protection curve, and train C is removed from the marshalling form. After train C comes to an emergency brake stop, the ground control center determines the safe distance from train B, generates a new protection curve, and controls the operation of train C.

The time reference-based virtual formation train control method provided by this embodiment can effectively avoid potential safety hazards caused by vehicle positioning accuracy or speed deviation. At the same time, all trains in the formation adopt a unified time reference and use the same command air curve at regular intervals , it can also avoid the impact of inrush current caused by simultaneous starting, and can also make full use of the regenerative current, and the time interval can be adjusted according to the actual line operation situation to make full use of the line operation capacity.

It should be noted that the relationship between the interval values T _B and T' _B and T" _B in this embodiment may be the same or different, and this embodiment does not limit it. For example, there may be no difference between T _B and T' _B. The same or the same; T _B and T" _B can be different or the same; T' _B and T" _B can be different or the same. Similarly, the interval values T _C and T' _C and The relationship between T" and _C may be the same or different, which is not limited in this embodiment. For example, T _C and T' _C may be different or the same; T _C and T" _C may be different or the same; T' _C and T" _C may be different or the same.

The method, device and storage medium based on the time-based virtual formation train control method provided by this embodiment, the method is applied to multiple sets of trains that have completed virtual formation, wherein multiple sets of trains consist of a set of master trains and at least one set of slave trains Composition of trains, the master train is the head car of the virtual formation, and the slave train is the non-lead train of the virtual formation; the method includes: the master train generates the first protection curve according to the position of the vehicle in front; the master train generates the first protection curve based on the first protection curve Running, at the same time, generate the first command curve based on the first protection curve; the master train transmits the first command curve through each slave train to the last group of slave trains, and each group of slave trains receives the first After the command curve, the first command curve is executed according to its time base. In this method, after the master train generates the first protection curve according to the position of the vehicle in front, it will send it through the subsequent slave trains in turn, so that all trains can synchronize the protection curve to ensure the consistency of the control commands, and realize marshalling from the command control terminal Synchronization of train operation.

Based on the same inventive concept of the time reference-based virtual train control method, this embodiment provides an electronic device, including: a memory, a processor, and a computer program.

Wherein, the computer program is stored in the memory, and is configured to be executed by the processor to realize the steps performed by the master train in the time-based virtual train control method as shown in FIG. 1 .

For the electronic equipment provided in this embodiment, after the master train generates the first protection curve according to the position of the vehicle in front, it will send it through the subsequent slave trains in turn, so that all trains can synchronize the protection curves to ensure the consistency of the control commands. Realize the operation synchronization of the marshalling train from the command control terminal.

Wherein, the computer program is stored in the memory, and is configured to be executed by the processor to realize the steps performed by the slave train in the time-based virtual train control method as shown in FIG. 1 .

In the electronic equipment provided in this embodiment, each slave train sends in turn the first protection curve generated by the master train according to the position of the preceding vehicle, so that all trains can synchronize the protection curve to ensure the consistency of the control commands, and the slave command control terminal realizes The running synchronicity of marshalling trains.

Based on the same inventive concept of the time reference-based virtual train control method, this embodiment provides a computer-readable storage medium on which a computer program is stored. The computer program is executed by the processor to realize the steps performed by the master train in the time-based virtual train control method as shown in FIG. 1 .

In the computer-readable storage medium provided by this embodiment, after the master train generates the first protection curve according to the position of the vehicle in front, it will be sent through the subsequent slave trains in turn, so that all trains can synchronize the protection curve to ensure control The consistency of instructions realizes the operation synchronization of marshalling trains from the instruction control terminal.

Based on the same inventive concept of the time reference-based virtual train control method, this embodiment provides a computer-readable storage medium on which a computer program is stored. The computer program is executed by the processor to realize the steps performed by the slave train in the time-based virtual train control method as shown in FIG. 1 .

In the computer-readable storage medium provided by this embodiment, each slave train sends the first protection curve generated by the master train according to the position of the vehicle in front, so that all trains can synchronize the protection curve to ensure the consistency of the control instructions. The control terminal realizes the operation synchronization of the marshalling train.

Those skilled in the art should understand that the embodiments of the present application may be provided as methods, systems, or computer program products. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein. The solutions in the embodiments of the present application can be realized by using various computer languages, for example, the object-oriented programming language Java and the literal translation scripting language JavaScript.

The present application is described with reference to flowcharts and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present application. It should be understood that each procedure and/or block in the flowchart and/or block diagram, and a combination of procedures and/or blocks in the flowchart and/or block diagram can be realized by computer program instructions. These computer program instructions may be provided to a general purpose computer, special purpose computer, embedded processor, or processor of other programmable data processing equipment to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing equipment produce a An apparatus for realizing the functions specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing apparatus to operate in a specific manner, such that the instructions stored in the computer-readable memory produce an article of manufacture comprising instruction means, the instructions The device realizes the function specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

These computer program instructions can also be loaded onto a computer or other programmable data processing device, causing a series of operational steps to be performed on the computer or other programmable device to produce a computer-implemented process, thereby The instructions provide steps for implementing the functions specified in the flow chart or blocks of the flowchart and/or the block or blocks of the block diagrams.

While preferred embodiments of the present application have been described, additional changes and modifications can be made to these embodiments by those skilled in the art once the basic inventive concept is appreciated. Therefore, the appended claims are intended to be construed to cover the preferred embodiment and all changes and modifications which fall within the scope of the application.

Obviously, those skilled in the art can make various changes and modifications to the application without departing from the spirit and scope of the application. In this way, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application is also intended to include these modifications and variations.

Claims

A time-based virtual train control method, characterized in that the method is applied to multiple sets of trains that have completed virtual formation, wherein the multiple sets of trains are composed of a set of master trains and at least one set of slave trains, The master train is the head car of the virtual formation, and the slave train is the non-lead train of the virtual formation;

The methods include:

The main-end train generates a first protection curve according to the position of the vehicle in front;

The main-end train operates based on the first protection curve, and at the same time, generates a first command curve based on the first protection curve;

The master train transmits the first instruction curve to the last group of slave trains sequentially through the slave trains, and each group of slave trains executes the first instruction curve according to its time reference after receiving the first instruction curve. Describe the first command curve.
The method according to claim 1, characterized in that antennas are loaded in each group of trains;

Data transmission is performed between the groups of trains through respective antennas; and, the data transmitted between the groups of trains are all redundantly backed up to the ground control center.
The method according to claim 2, wherein the data includes one or more of the following: train time, life signal, traction braking command, idling/sliding, vehicle speed, vehicle positioning.
The method according to any one of claims 1-3, wherein the method further comprises:

When the calibration conditions are met, time calibration is performed between the multiple groups of trains to obtain a time reference; or,

When the calibration conditions are met, time calibration is performed among the multiple groups of trains to obtain a time reference, and at the same time, position calibration is performed between the multiple groups of trains.
The method according to claim 4, wherein the time calibration is performed between the multiple groups of trains to obtain a time reference, including:

The master train sends the time information of the master train to each slave train;

Each slave train calibrates its own time according to the time information of the master train to obtain its own time reference.
The method according to claim 4, wherein the calibration conditions are:

The multiple groups of trains complete the virtual marshalling for the first time, and determine the main-end train and the slave-end train; or,

The speeds of the multiple groups of trains are all 0.
The method according to any one of claims 1-3, wherein each group of slave trains executes the instruction curve according to its time reference after receiving the first instruction curve, including:

After each group of slave trains receives the first command curve, it determines the first execution time according to its time reference, and executes the first command curve at the first execution time;

Wherein, the first execution time of each group of slaves is different.
According to the method according to any one of claims 1-3, it is characterized in that, after any group of slave trains receives the first instruction curve and executes the first instruction curve according to its time reference, it also include:

The any group of slave trains sends execution feedback of the first command curve to the master train.
The method according to any one of claims 1-3, characterized in that, after each group of slave trains receives the first command curve and executes the first command curve according to its time reference, Also includes:

If an unfavorable working condition occurs in the main-end train, the main-end train generates a first unfavorable working condition signal;

The master train adjusts the traction force or the braking force, and at the same time, transmits the first unfavorable working condition signal through each slave train to the last group of slave trains;

After receiving the first unfavorable working condition signal, each group of slave trains determines the second execution time according to its time reference, and adjusts its traction force or braking force according to the first working condition signal at the second execution time ;

Wherein, the second execution time of each group of slaves is different.
The method according to any one of claims 1-3, characterized in that, after each group of slave trains receives the first command curve and executes the first command curve according to its time reference, Also includes:

If unfavorable working conditions occur in any group of slave trains, then said any group of slave trains generates a second unfavorable working condition signal;

The any group of slave trains adjusts the traction force or braking force, generates a traction force or braking force command curve, and sends the second unfavorable working condition signal and the traction force or braking force command curve to the master train and all Other trains from the end;

After the main train receives the second unfavorable working condition signal and the traction or braking force command curve, it adjusts its traction or braking force according to the second unfavorable working condition signal and the traction or braking force command curve. power;

After receiving the second unfavorable working condition signal and the traction force or braking force command curve, each group of other slave trains determines the third execution time according to its time reference, and at the third execution time according to the first 2. adjust the traction force or braking force with the unfavorable working condition signal and the traction force or braking force command curve;

Wherein, the third execution time of each group of slaves is different.
The method according to claim 9 or 10, characterized in that the unfavorable working condition is an idling working condition, or a coasting working condition.
The method according to claim 1, further comprising:

If any group of slave trains is determined to lose communication with the master train, then any group of slave trains and all subsequent slave trains will trigger emergency braking;

After any group of slave trains and all subsequent slave trains complete the virtual marshalling, said any group of slave trains will be used as a new master train to perform the execution of the master train described in any one of claims 1 to 11. Steps; thereafter all slave trains are used as new slave trains to perform the steps performed by the slave trains described in any one of claims 1 to 11.
An electronic device, characterized in that it comprises:

memory;

processor; and

Computer program;

Wherein, the computer program is stored in the memory, and is configured to be executed by the processor to realize the steps performed by the master train in the method according to any one of claims 1-12; It is configured to be executed by the processor to realize the steps executed by the slave train in the method according to any one of claims 1-12.
A computer-readable storage medium, characterized in that a computer program is stored thereon; the computer program is executed by a processor to implement the steps performed by the master train in the method according to any one of claims 1-12 or, the computer program is executed by a processor to realize the steps performed by the slave train in the method according to any one of claims 1-12.