WO2023097839A1 - 一种灵活编组运行控制方法、设备和存储介质 - Google Patents

一种灵活编组运行控制方法、设备和存储介质 Download PDF

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WO2023097839A1
WO2023097839A1 PCT/CN2021/141543 CN2021141543W WO2023097839A1 WO 2023097839 A1 WO2023097839 A1 WO 2023097839A1 CN 2021141543 W CN2021141543 W CN 2021141543W WO 2023097839 A1 WO2023097839 A1 WO 2023097839A1
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train
distance
information
frame
vehicle
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PCT/CN2021/141543
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English (en)
French (fr)
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刘晋
张士臣
张庆刚
曹春伟
刘鸿宇
王波
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中车唐山机车车辆有限公司
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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
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • 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

Definitions

  • the present application relates to the technical field of rail transit, and in particular to a method, device and storage medium for flexible marshalling operation control.
  • 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.
  • 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 present application provides a flexible marshalling operation control method, device and storage medium.
  • a flexible formation operation control method is provided, and the method is applied to the first train;
  • Said method comprises:
  • Interval control is performed on the flexible grouping.
  • an electronic device including:
  • 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.
  • the application After the application establishes the flexible formation according to the train information list and the distance with other trains, it controls the interval of the flexible formation and realizes the control of the flexible formation.
  • Fig. 1 is a schematic flow chart of a flexible marshalling operation control method provided by an embodiment of the present application.
  • the inventors found that traditional subway vehicles are generally in a fixed formation, and according to the passenger flow at different time periods, the reconnection or unmarshalling operations of the vehicles can be performed through the couplers to meet different passenger flow demands.
  • 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.
  • 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 application provides a flexible marshalling operation control method, equipment and storage medium, the method is applied to the first train; the method includes: obtaining the train information list sent by the data interaction center; real-time monitoring and the second train distance; according to the train information list and the distance to the second train, establish a flexible formation with the second train; control the interval of the flexible formation.
  • the interval control of the flexible formation is carried out, and the control of the flexible formation is realized.
  • this embodiment provides a method for controlling flexible formation operation, which is applied to the first train.
  • the first train is any group of trains, and the train establishes a flexible formation with other trains (such as the second train, any other train for establishing formation) through the method provided by this embodiment and performs interval control on the flexible formation.
  • the first train is a group of trains, and the "first" in the first train is only used for identification, and it does not have any other meaning in order to distinguish other trains.
  • the second train is also a group of trains, and the "second" in the second train is only used for identification, and does not have any other meaning in order to distinguish other trains.
  • the train information list is sent by the data interaction center.
  • each train (including the first train, which is any group of trains in all trains) will send operation information to the ground control center in real time, and after the ground control center receives the operation information sent by each train , the operation information will be sent to the data interaction center, and the data interaction center will determine the train information list according to the operation information and send it to the train. For example, the data interaction center obtains location information. Identify the trains on the same track and in the same direction from the position information and running information. A train information list is determined according to the identified trains. Send train information list to train.
  • the distance between the second train and the second train is monitored in real time through the flexible formation control unit.
  • the real-time monitoring by the flexible formation control unit will be changed to real-time monitoring by the interval control unit and the distance between the second train.
  • the minimum distance is a preset value, for example, the minimum distance is 200 meters.
  • the second train is any group of trains except the first train, and this train is also to be established in flexible formation.
  • the second train and the first train are two groups of different trains, and the first train and the second train establish a flexible formation through step 103 .
  • the critical communication distance is the distance at which the two trains will not collide under any circumstances. Assuming that the vehicle in front is in a static state, the calculated distance between the two vehicles in this case is the farthest, which is the maximum common braking distance and the preset value product.
  • the critical communication distance maximum normal braking distance * 1.5.
  • the "second" in the second topology frame is only used for identification, and does not have any other meaning in order to distinguish topology frames sent by other trains. That is to say, the second topology frame is a topology frame, which is a topology frame sent by the second train, that is, a topology frame of the second train.
  • the topology frame includes an initial operation flag, an IP address list, an initial operation completion flag, and the like.
  • the initial run flag is used to describe whether the train to which it belongs is prohibited from forming.
  • the initial run completion flag is used to describe whether the train to which it belongs has completed the initial run.
  • step 103-3 in addition to receiving the second topology frame sent by the second train based on communication, the second information frame sent by the second train will also be received at the same time.
  • the "second" in the second information frame is only used for identification, and does not have any other meaning in order to distinguish the information frames sent by other trains. That is to say, the second information frame is a topology frame, which is an information frame sent by the second train, that is, an information frame of the second train.
  • the specific judgment method for determining that the marshalling condition is not met according to the second topology frame is as follows:
  • the initial running flag of the second topology frame is prohibited (for example, the second train refuses to be formed), it is determined that the formation condition is not met.
  • the initial running flag of the first topology frame of the first train is forbidden (for example, the first train refuses to be formed), it is determined that the formation condition is not met.
  • the "first" in the first topology frame is only used for identification, and does not have any other meaning in order to distinguish topology frames sent by other trains. That is to say, the first topology frame is a topology frame, which is the topology frame of the first train.
  • the first train and the second train meet the prohibition of marshalling:
  • the front car curve decelerates in the first train and the second train. or,
  • the preceding vehicle in the first train and the second train enters the speed limit road section. or,
  • the first train and the second train cannot run at the same time for the specified time.
  • the time stipulated by the marshalling is 10 minutes. That is to say, the premise of establishing a flexible formation of two trains is that the trains can run in formation for 10 minutes.
  • this train i.e. the first train
  • the adjacent train i.e. the second train
  • the two trains do not possess the formation conditions
  • the vehicle in front slows down on a curve, the vehicle in front enters the speed-limited road section, and cannot run at the same time for the time specified by the marshalling
  • the vehicle in front keeps running automatically (that is, when the first train is in front of the second train, the first train is the vehicle in front, and at this time it is determined to automatically run.
  • the rear car determines the operation curve of the flexible formation according to the operation information of the front vehicle (that is, when the first train is behind the second train, the first train is waiting, at this time, the operation of the flexible formation is determined according to the operation information of the second train curve).
  • the operating curve of the flexible formation is determined according to the operating data of the second train.
  • the running data includes but not limited to one or more of the following: position, velocity, acceleration.
  • step 103-3 Since the second topology frame sent by the second train will be received based on communication in step 103-3, then the packets of n communication cycles received continuously will not be lost, that is, the second topology frame of n communication cycles will be received continuously Frame packets are not lost. If in step 103-3, based on the communication, the second topology frame sent by the second train is received, and at the same time, the second topology frame sent by the second train is also received, then the messages received continuously for n communication cycles are not lost packets, that is, the second topology frame message received for n communication cycles continuously does not lose the packet, or the second information frame message received for n communication cycles continuously does not lose the packet.
  • step 103-2 sending the first topology frame and the first information frame to the second train.
  • the "first" in the first information frame is only used for identification, and does not have any other meaning in order to distinguish the information frames sent by other trains. That is to say, the first information frame is an information frame, which is an information frame of the first train.
  • the step of the first train sending the first topology frame and the first information frame to the second train can have various relationships with step 103-3, for example, the first train first sends the first topology frame and the second information frame to the second train. An information frame, and then execute step 103-3. For another example, the first train first executes step 103-3, and then sends the first topology frame and the first information frame to the second train. Also for example, the first train simultaneously sends the first topology frame and the first information frame to the second train, and then performs step 103-3.
  • the second train is a group of adjacent cars, so the first train will have another A group of neighboring cars, in order to clearly distinguish two groups of different neighboring cars, another group of neighboring cars is named the third train. That is, the third train is an adjacent train of the first train, and the third train is different from the second train.
  • the "third" in the third train is only used for identification, in order to distinguish other trains, it does not have any other meaning. That is to say, the third train is a group of trains, which is another group of adjacent cars for the first train except the second train.
  • the first train will also receive the third topology frame sent by the third train.
  • the third topology frame is a topology frame sent by the third train, that is, the topology frame of the third train.
  • the first train and the second train calculate a new topology frame at the same time during the process of exchanging topology frames. Then put the topological frame IP address list of the rear car (i.e. the second train) behind its own (i.e. the first train) IP address to form a new IP address list to form a topological frame, if the rear car (i.e. the third train) If the received topology frame does not contain the IP address of the car (i.e. the first train), the IP address list of the previous car (i.e. the second train) is placed in front of its own (i.e. the first train) IP address to form a new IP address list Form a topology frame.
  • topology frame received by the train is consistent with the topology frame of this train, it is judged that the initial operation is successful. After setting the initial operation completion flag, a new topology frame is sent. When the initial operation of the topology frames received and sent by all trains is completed If the signs are all consistent, then it is determined that the establishment of the flexible formation is completed, and then the mark of formation is completed, and the reference direction of the train is set.
  • the vehicle in front will also obtain the control right of the vehicle behind.
  • a control right acquisition request is sent to the second train, where the control right acquisition request is used to instruct the second train to feed back a control right transfer response.
  • a control instruction is sent to the second train, and the control instruction is used to instruct the second train to stop automatic driving.
  • a control transfer response is fed back to the second train.
  • the first train is the preceding train
  • the first train judges that the marshalling completion flag is 1, it sends a control command to the following train (i.e. the second train) to request control.
  • the following train i.e. the second train
  • the completion flag is 1 and after receiving the control command from the preceding vehicle (i.e. the first train), send the control transfer response to the preceding vehicle (i.e. the first train); the preceding vehicle (i.e. the first train) receives the following vehicle (i.e. the second Train) sends specific control commands to the rear car (i.e. the second train) after the response frame, and the rear car (i.e. the second train) executes the control order of the front vehicle (i.e. the first train) after receiving it and no longer drives automatically.
  • the group completion flag is 1 and sends a control transfer response to the preceding train (i.e. the second train);
  • the front car that is, the second train
  • the front car sends specific control commands to the rear car (that is, the first train) after receiving the response frame from the rear car (that is, the first train), and the rear car (that is, the first train) executes the front car after receiving the response frame. (i.e. the second train) control commands and no longer autopilot.
  • LTE-R or 5G can be used for communication, and if the distance is less than 200 meters, it can be used WIFI or radar for communication.
  • step 104 a flexible formation has been established between the first train and the second train, and in step 104 the flexible formation will be controlled.
  • the interval control of the front vehicle on the flexible formation is reflected in: the front vehicle will determine the traction force/braking force at each moment according to the traction force/braking force information of the rear vehicle, and send the determined traction force/braking force to the rear vehicle.
  • the interval control of the flexible formation by the trailing vehicle is reflected in: sending its own traction force/braking force information to the preceding vehicle, and executing the traction force/braking force determined by the preceding vehicle. If the first train is ahead of the second train, the first train is the leading train, and if the first train is behind the second train, the first train is the following train.
  • the following describes how the first train performs interval control on the flexible formation for the two situations in which the first train is located in front of the second train and the first train is located behind the second train.
  • the first case the first train is located in front of the second train, and now the first train is the front car, and the second train is the rear car.
  • the first train needs to determine the traction force/braking force at each moment according to the traction force/braking force information of the following vehicle, and send the determined traction force/braking force to the following vehicle.
  • the second train needs to send its own traction/braking force information to the first train, and implement the traction/braking force determined by the first train.
  • A.1 Determine the current operational phase of the flexible marshalling.
  • A.2 Perform interval control on flexible marshalling according to the current operating phase.
  • the braking distance is calculated according to the current speed.
  • the current braking rate is calculated based on the braking distance and the obtained ground position information, deceleration braking is performed according to the current braking force, and the traction force/braking force at the next moment is calculated, according to the traction force at the next moment /Braking force for interval control.
  • the calculation method is as follows: obtain the traction/braking force information of the second train, and calculate the traction/braking force at the next moment according to the traction/braking force information .
  • a.1 Calculate the speed deviation according to the speed-distance curve obtained in advance, the distance to the second train and the current speed.
  • interval control minimum distance is calculated by the following formula:
  • S min is the minimum distance for interval control.
  • T sum is the delay time
  • T sum t c +t p +t b
  • t c is the communication interruption time
  • t p is the algorithm execution time
  • t b is the time from when the brake command is issued to when the brake is applied.
  • V back is the running speed of the second train.
  • ⁇ S is the emergency braking distance difference between the first train and the second train.
  • d is the safety margin, for example, d is 2 meters.
  • the traction/braking force at the next moment is sent to the flexible formation control unit of the second train through the flexible formation control unit.
  • the CCU Central Control Unit, central control unit
  • the second situation the first train is behind the second train, and now the second train is the front car, and the first train is the rear car.
  • the second train needs to determine the traction force/braking force at each moment according to the traction force/braking force information of the following vehicle, and send the determined traction force/braking force to the following vehicle.
  • the first train needs to send its own traction/braking force information to the second train, and implement the traction/braking force determined by the second train.
  • the first train will send the traction force/braking force information to the second train, so that the second train can calculate the traction force/braking force at the next moment according to the traction force/braking force information, and perform interval control according to the traction force/braking force at the next moment .
  • the traction/braking force at the next moment sent by the second train will also be received through the flexible formation control unit.
  • the traction/braking force at the next moment is forwarded to the CCU of the second train through the flexible formation control unit.
  • the traction/braking force of the next moment is applied by the CCU in order to control the speed of the first train.
  • step 104 for interval control of the flexible formation on the basis of wireless formation and automatic operation among multiple trains, it is possible to realize that the trains in the formation are taken as a whole and uniformly controlled by the leading train formation. Mainly after the trains are organized, the interval control curve is calculated, and the trains are controlled to maintain the running interval during the flexible formation process.
  • the vehicle in front controls the speed of trains in the formation in combination with the braking distance of the train, maintains the distance between trains in a flexible formation, and ensures that the It can brake safely and avoid rear-end collision.
  • the preconditions for fault early warning control are the collection of corresponding sensor signals, signal synthesis, signal preprocessing and judgment, fault diagnosis and fault early warning, aiming at the various links and related relationships of wireless flexible marshalling control, and early warning on this basis.
  • the fault warning control process is as follows:
  • C.1 Collect train operation data.
  • a variety of data will be collected in this step, and different data may trigger different warning conditions and perform different warnings.
  • the train data collected in this step includes:
  • the first category single train network communication data
  • MVB data For example: collect MVB data through the MVB (Multifunction Vehicle Bus) interface of the network communication fault warning and diagnosis analysis expert system.
  • MVB Multifunction Vehicle Bus
  • TCN Traffic Communication Network, Train Communication Network
  • ETH data Through the ETH (Ethereum, Ethereum) interface of the network communication fault early warning and diagnosis analysis expert system.
  • the second category online data of single train running department
  • temperature data and impact data are collected through the online monitoring and fault warning device of the running part.
  • the third type single train sliding door data
  • the alarm information sent by the sliding door driving on multiple roads is collected.
  • the docking trajectory is collected through the sliding door failure warning and safety protection system.
  • the fourth category single train on-board equipment data
  • the fifth category marshalling train vehicle communication data
  • Type 6 Degradation mode data of marshalling trains
  • C.2 Carry out fault diagnosis based on train operation data.
  • the fault diagnosis scheme is: to monitor and analyze MVB data, WTB data and ETH data in real time through the network communication fault early warning and diagnosis analysis expert system to capture network anomalies.
  • the fault diagnosis scheme is: real-time monitoring and analysis of temperature data and impact data through online monitoring and fault warning device of running part, detecting typical damage of rail, and capturing the following one or Various abnormalities: bearing abnormality, gear transmission system abnormality, wheel set abnormality.
  • the fault diagnosis scheme is: filter the alarm information obtained through the plug door fault warning and safety protection system, and then filter the alarm information and stop track of each crossing road after filtering Statize the maintenance information of the sliding door, and perform fault diagnosis according to the classification of the maintenance information.
  • the fault diagnosis solution is to monitor and analyze the fault information and status information of on-board equipment in real time through the CCU, and capture equipment abnormalities.
  • the fault diagnosis scheme is: according to the messages of each communication cycle, determine the number of consecutive packet loss messages, and capture communication anomalies according to the number of consecutive packet loss messages.
  • the degraded mode data of the marshalling train its fault diagnosis scheme is: according to the operation mode, it is determined whether the degraded mode operation occurs. If the speed of the train fluctuates after running in the degraded mode, it is determined that an abnormality in the degraded mode is captured.
  • the triggering scheme is as follows: if the network abnormality is captured by the network communication fault early warning and diagnostic analysis expert system, then it is determined that the detection and early warning condition is triggered.
  • the trigger scheme is: if any abnormality is captured through the online monitoring and fault warning device of the running part, or if typical damage to the rail is detected, then it is determined that the detection and warning conditions are triggered .
  • the triggering scheme is as follows: perform fault diagnosis according to the classification of maintenance information, and if the fault diagnosis is faulty, it is determined that the detection and early warning conditions are triggered.
  • the trigger scheme is: if the equipment is abnormally captured by the CCU, it is determined that the detection and early warning condition is triggered.
  • the triggering scheme is as follows: if the number of consecutive packet loss messages reaches m, it is determined that the detection and early warning condition is triggered.
  • Packet loss means that the packet cannot be received and/or the topology frame in the received packet is inconsistent with the local topology frame. That is, the case of packet loss may be that the packet cannot be received, or that the topology frame in the received packet is inconsistent with the local topology frame.
  • the message cannot be received for m consecutive communication cycles, or the topology frame in the received message is inconsistent with the local topology frame. It may be impossible to receive messages in all communication cycles, or the topology frame in the messages received in all communication cycles is inconsistent with the local topology frame, or it may be impossible to receive messages in some cycle communication cycles, and some cycle communication cycles receive The topology frame in the packet is inconsistent with the local topology frame.
  • the packets that cannot be received are topology frame packets or information frame packets.
  • the triggering scheme is: if an abnormality of degraded mode is captured, it is determined that the detection warning condition is triggered.
  • the rescue train When the train cannot run due to a serious fault, the rescue train is manually driven to connect with the rescue faulty train, so that the faulty train travels to the next station, clears passengers off the assembly line, and then enters the maintenance area.
  • the first category single train network communication failure
  • the system is built in a high-performance industrial computer, which provides MVB, TCN, ETH interfaces, and can monitor and analyze MVB data, WTB data and ETH data in real time.
  • the system equipment can be applied to various rail vehicles such as high-speed rail vehicles, intercity trains, and subway vehicles.
  • the system can analyze MVB, WTB, ETH data conforming to the IEC 61375 standard, and can provide functions from physical layer signal quality analysis to protocol analysis. By analyzing the waveform characteristics of the signal, the frame sequence of the link layer and the protocol data, it can capture network anomalies, discover risks and hidden dangers in advance and send the fault information to the central control unit to ensure the stable and reliable operation of the train.
  • the system can store this type of data 3 minutes before the failure and 1 minute after the failure when the failure is analyzed, which is helpful for later analysis and rectification.
  • the second category online failure of the running part of a single train
  • the on-line monitoring and fault early warning device for the running part of the subway train is an early warning device for online real-time monitoring of the fault status of the running part developed to ensure the safe operation of the subway train.
  • the device uses a multi-parameter diagnosis mechanism combined with temperature monitoring and impact monitoring and a fault diagnosis expert system to conduct comprehensive online monitoring of key components of the train running part and typical rail damage.
  • the monitoring system When the monitoring system finds a fault affecting train operation, it will send fault information to the central control unit in time for the central control unit to make relevant decisions.
  • the third category single train sliding door failure
  • the sliding door failure early warning and safety protection system obtains the alarm information sent by the sliding door on multiple crossing roads; screens the alarm information; obtains the speed information of the train; determines the stop track of the train according to the speed information; The alarm information of each crossing road and the maintenance information of the plug-in door are counted by the parking track; through the classification of the maintenance information level, the faults that need to be processed in time are determined and uploaded to the central control unit, and the central control unit gives a timely warning.
  • the fourth category single train on-board equipment failure
  • the train on-board equipment itself has a self-diagnosis function. When the on-board equipment fails, it will send the fault information to the central control unit in time and record the relevant communication data at the time of the failure and the status information of the equipment itself.
  • the configured algorithm performs relevant fault warning and safety protection functions.
  • the train-to-ground wireless transmission system sends fault information to the ground control center in a timely manner, and the expert diagnosis system of the ground control center assists technicians in diagnosing the cause of train faults, doing a good job for later maintenance and improving the expert diagnosis system.
  • the fifth category train vehicle communication failure
  • the leading car fails to receive the message from the following car for 10 consecutive times: the processing algorithm of the leading car remains unchanged, and the communication interruption flag of the following car is set in the topology frame data stream sent to the following car, and the initial operation status is incomplete initial operation;
  • the following vehicle fails to receive the preceding vehicle’s message for 10 consecutive times: the leading vehicle’s processing algorithm remains unchanged, the following vehicle executes the decompilation operation and implements automatic operation, and the following vehicle sends the leading vehicle to the topology frame data stream to set the communication interruption flag.
  • the running status is incomplete initial running;
  • the train sets the initial running state to the initial running unfinished state, the train runs automatically, and the train keeps sending topology frames and information frames;
  • the number of lost packets in the communication between the leading car and the following car is less than 10 messages: record the number of consecutive packet loss, keep the original marshalling state, if the consecutive packet loss is less than 10, the marshalling operation is considered to be normal, and the control mode does not change;
  • the marshalling state of the leading car and the following car is repeated between establishment and unmarshalling: in order to avoid such a working condition, the communication is realized by redundant technology, if there is still, investigate whether it is affected by the external environment, and add auxiliary communication equipment in this environment Ensure that the communication interference problem is eliminated. If it cannot be solved, on the software level, after repeated 3 times, the marshalling and reconnection will not be performed, and only the topology frame and information frame will be sent and received. The packet loss time is kept for 10 minutes before the initial operation is set and the marshalling operation is performed.
  • the sixth category degraded mode failure of marshalled trains
  • the following trains run in degraded mode due to a fault, they will continue to run in formation if they can continue to run at the highest speed. Otherwise, when the distance between the two trains reaches the critical formation distance, the communication between the leading trains will be interrupted and they will run independently.
  • the marshalling train In view of the parking failure prediction of the head car of the marshalling train, if the lead car of the marshalling train has a parking fault (including emergency braking) due to a fault, the marshalling train will not be unmarshalled, and the marshalling stop mode will be executed.
  • a parking fault including emergency braking
  • the lead car executes the unmarshalling command, and the lead car maintains the autonomous operation mode after unmarshalling.
  • the two-vehicle deceleration mode runs without deprogramming.
  • Front car processing the train calculates the degree of traction loss, corrects the running curve, runs to the next station, and clears passengers off the assembly line.
  • Train TCMS Traffic Control and Management System, train control and management system
  • TCU Transmission Control Unit, transmission control unit
  • TCU Transmission Control Unit
  • Rear vehicle processing before decompilation, run according to the instructions of the preceding vehicle.
  • the front car enters the station and deprograms before the turnout, and the rear car resumes automatic operation control.
  • two-vehicle deceleration mode operates without deprogramming.
  • Front car processing train calculates the degree of braking loss, corrects the running curve, runs to the next station, and clears passengers off the assembly line.
  • Rear vehicle processing before decompilation, run according to the instructions of the preceding vehicle.
  • the front car enters the station and deprograms before the turnout, and the rear car resumes automatic operation control.
  • the unmarshalling will be performed after it is determined that the unmarshalling conditions are met.
  • the unmarshalling condition is: the running lines of the trains that have completed the virtual marshalling are not unique (for example, the marshalling trains will run on different routes in the near future), or, the communication with the adjacent train is interrupted, or, the unmarshalling instruction is received .
  • Only the non-leading vehicle may satisfy the decoding condition of receiving the decoding instruction, that is, only the non-leading vehicle may determine that the decoding condition of receiving the decoding instruction is satisfied.
  • the decoding condition of interruption of communication with adjacent vehicles it can be satisfied by either the leading vehicle or the non-leading vehicle.
  • the car may also determine that the unmarshalling condition for communication interruption with neighboring cars is met.
  • the scheme of determining the target train is: determine the trains with different running lines as the target trains.
  • the satisfying decompilation condition is that when a decompilation instruction is received, the scheme of determining the target train is: determine the previous adjacent vehicle as the target train.
  • the scheme of determining the target train is: determine the adjacent train sending the message as the target train.
  • the determination scheme for the interruption of communication with the adjacent vehicle is as follows: if the messages of m consecutive communication cycles are all lost, then it is determined that the communication with the adjacent vehicle is interrupted, that is, it is determined that the decoding condition is satisfied.
  • the case of packet loss may be that the packet cannot be received, or the topology frame in the received packet is inconsistent with the local topology frame.
  • the message cannot be received for m consecutive communication cycles, or the topology frame in the received message is inconsistent with the local topology frame. It may be impossible to receive messages in all communication cycles, or the topology frame in the messages received in all communication cycles is inconsistent with the local topology frame, or it may be impossible to receive messages in some cycle communication cycles, and some cycle communication cycles receive The topology frame in the packet is inconsistent with the local topology frame.
  • the packets that cannot be received are topology frame packets or information frame packets.
  • the current running speed can be adjusted first.
  • the realization scheme of monitoring the distance between the target train is: according to the current running speed, monitor the distance between the target vehicle and the adjacent vehicle in front of the target vehicle.
  • the critical communication distance is the distance at which the two trains will not collide under any circumstances. Assuming that the vehicle in front is in a static state, the calculated distance between the two vehicles in this case is the farthest, which is the maximum common braking distance and the preset value product.
  • the critical communication distance maximum normal braking distance * 1.5.
  • the decoding command is used to instruct the target vehicle to feed back the response frame.
  • the set topology frame is used to instruct the target vehicle to start the automatic driving mode and complete the decoding.
  • ⁇ The satisfied decoding condition is when the decoding instruction is received
  • the response frame is used to instruct the sender of the decoding instruction to set the initial operation flag in the topology frame as forbidden, and send the set topology frame.
  • ⁇ The satisfied decoding condition is when the communication with the adjacent vehicle is interrupted
  • the topology frame is initialized. If the topology frame in the currently received message is inconsistent with the local topology frame, set the initial run completion flag of the topology frame to an incomplete state.
  • the train (can only be the lead car at this time) judges that the marshalling train will run on different lines in the near future, then the lead car will be based on the current running speed and the two cars after demarshalling
  • the train (only the first car at this time) issues a decompilation command to The following train, the following train returns a response frame after receiving the decoding command, and the train (only the first train at this time) sets the initial running state in the topology frame as prohibiting initial running after receiving the response frame, and when the following train receives the prohibiting initial running Start the autopilot mode after the topology frame to complete the decompilation.
  • the two vehicles When the distance between the two vehicles exceeds the critical communication distance, the two vehicles respectively resume the automatic driving mode, initialize the topology frame, and initialize the control state.
  • the train that cannot receive the message will initialize the topology frame of the vehicle and change it to automatic In the driving mode, the train that can receive the message judges that the received topology frame is inconsistent with the local topology frame, then sets the initial operation completion flag to the incomplete state and changes to the automatic driving mode.
  • the preceding vehicle preferentially uses the precise positioning method, and redundantly uses the train positioning to calculate the distance between the two vehicles to obtain the distance between the two vehicles, and the leading vehicle controls the driving interval gradually.
  • the train uses the train positioning to calculate the distance between the two trains, and continues to control the distance between the two trains to reach the critical distance of formation communication before unmarshalling; After the control command is issued, it resumes autonomous operation.
  • the following vehicle can be the first train or the second train, if the following vehicle is the first train, then the preceding vehicle is the second train, and if the following vehicle is the second train, then the preceding vehicle is the first train.
  • the flexible marshalling operation control method provided in this embodiment can be implemented through trains, ground control centers, and data interaction centers during specific implementation.
  • the train sends running information to the ground control center in real time.
  • the trains here are all trains.
  • the ground control center receives the operation information sent by the train.
  • the ground control center sends the operation information to the data interaction center.
  • the data interaction center receives the operation information sent by the ground control center.
  • the data exchange center determines the train information list according to the running information, and sends it to the train.
  • Any train in the trains (such as the first train) obtains the train information list sent by the data exchange center.
  • the first train communicates with another train (such as the second train) according to the train information list.
  • the first train parses the train information list to obtain the number of trains. If the number of trains is greater than 1 and the distance to the second train satisfies the critical communication distance, then communicate with the second train.
  • the first train receives the second topology frame sent by the second train.
  • step 408 in addition to receiving the second topology frame sent by the second train based on communication, the second information frame sent by the second train will also be received at the same time.
  • the first train establishes a flexible formation according to the second topology frame.
  • the specific judgment method for determining that the marshalling condition is not met according to the second topology frame is as follows:
  • the initial running flag of the second topology frame is prohibited (for example, the second train refuses to be formed), it is determined that the formation condition is not met.
  • the initial running flag of the first topology frame of the first train is forbidden (for example, the first train refuses to be formed), it is determined that the formation condition is not satisfied.
  • the "first" in the first topology frame is only used for identification, and does not have any other meaning in order to distinguish topology frames sent by other trains. That is to say, the first topology frame is a topology frame, which is the topology frame of the first train.
  • the first train and the second train meet the prohibition of marshalling:
  • the front car curve decelerates in the first train and the second train. or,
  • the preceding vehicle in the first train and the second train enters the speed limit road section. or,
  • the first train and the second train cannot run at the same time for the specified time.
  • the time stipulated by the marshalling is 10 minutes. That is to say, the premise of establishing a flexible formation of two trains is that the trains can run in formation for 10 minutes.
  • the operating curve of the flexible formation is determined according to the operating data of the second train.
  • the running data includes but not limited to one or more of the following: position, velocity, acceleration.
  • step 103 Since the second topology frame sent by the second train will be received based on the communication in step 103, then the packets of n communication cycles received continuously will not be lost, that is, the second topology frames of n communication cycles will be received continuously Text does not drop packets. If in step 103, based on the communication, the second topology frame sent by the second train is received, and at the same time, the second topology frame sent by the second train is also received, then the messages of n consecutive communication cycles are not lost, That is, the packets of the second topology frame received for n consecutive communication cycles are not lost, or the packets of the second information frame of n consecutive communication cycles are received without packet loss.
  • step 407 after communicating with the second train according to the train information list, further includes: In addition, after step 407 is executed, the first topology frame and the first information frame are sent to the second train.
  • the first train will also receive the third topology frame sent by another adjacent train (such as the third train).
  • the vehicle in front will also obtain the control right of the vehicle behind.
  • a control right acquisition request is sent to the second train, where the control right acquisition request is used to instruct the second train to feed back a control right transfer response.
  • a control instruction is sent to the second train, and the control instruction is used to instruct the second train to stop automatic driving.
  • a control transfer response is fed back to the second train.
  • the train sends location information and train information to the control center in real time during operation;
  • the data interaction center identifies the trains on the same track and in the same direction from the received train positioning information, and sends the train information list to the relevant trains;
  • the train After the train receives the train information list, it parses the list data. When the number of trains in the list is greater than 1 and the distance between the two vehicles enters the critical communication distance, the vehicle-to-vehicle communication starts;
  • the front and rear two trains send information frames and topology frames to each other;
  • the trains judge the distance between trains at all times, and before the marshalling is completed, the rear train runs according to the new running curve calculated by the position, speed and acceleration of the front train;
  • Vehicle-to-vehicle communication stability determination if there are 10 consecutive topological frame messages received by the train, it is considered that the communication is stable without loss, and the train can set the communication status flag to 1;
  • the train calculates the new topology frame at the same time during the process of exchanging topology frames. If the topology frame received by the preceding vehicle does not contain the IP address of the vehicle, the IP address list of the topology frame of the following vehicle is placed behind its own IP address to form The new IP address list forms a topology frame. If the topology frame received by the rear vehicle does not contain the IP address of the vehicle, the IP address list of the front vehicle is placed in front of its own IP address to form a new IP address list to form a topology frame. If the train If the received topology frame is consistent with the topology frame of this train, it is judged that the initial operation is successful, and the new topology frame is sent after setting the initial operation completion flag. The control unit judges that the marshalling is completed, and the wireless marshalling control unit sets the marshalling completion sign and sets the train reference direction;
  • the interval control of the flexible formation operation will be carried out.
  • the interval control of the front vehicle on the flexible formation is reflected in: the front vehicle will determine the traction force/braking force at each moment according to the traction force/braking force information of the rear vehicle, and send the determined traction force/braking force to the rear vehicle.
  • the interval control of the flexible formation by the trailing vehicle is reflected in: sending its own traction force/braking force information to the preceding vehicle, and executing the traction force/braking force determined by the preceding vehicle. If the first train is ahead of the second train, the first train is the leading train, and if the first train is behind the second train, the first train is the following train.
  • the first case the first train is located in front of the second train, and now the first train is the front car, and the second train is the rear car.
  • the first train needs to determine the traction force/braking force at each moment according to the traction force/braking force information of the following vehicle, and send the determined traction force/braking force to the following vehicle.
  • the second train needs to send its own traction/braking force information to the first train, and implement the traction/braking force determined by the first train.
  • A.1 Determine the current operational phase of the flexible marshalling.
  • A.2 Perform interval control on flexible marshalling according to the current operating phase.
  • the braking distance is calculated according to the current speed.
  • the current braking rate is calculated based on the braking distance and the obtained ground position information, deceleration braking is performed according to the current braking force, and the traction force/braking force at the next moment is calculated, according to the traction force at the next moment /Braking force for interval control.
  • the calculation method is as follows: obtain the traction/braking force information of the second train, and calculate the traction/braking force at the next moment according to the traction/braking force information .
  • a.1 Calculate the speed deviation according to the speed-distance curve obtained in advance, the distance to the second train and the current speed.
  • interval control minimum distance is calculated by the following formula:
  • the traction/braking force at the next moment is sent to the flexible formation control unit of the second train through the flexible formation control unit.
  • the CCU Central Control Unit, central control unit
  • the second situation the first train is behind the second train, and now the second train is the front car, and the first train is the rear car.
  • the second train needs to determine the traction force/braking force at each moment according to the traction force/braking force information of the following vehicle, and send the determined traction force/braking force to the following vehicle.
  • the first train needs to send its own traction/braking force information to the second train, and implement the traction/braking force determined by the second train.
  • the first train will send the traction force/braking force information to the second train, so that the second train can calculate the traction force/braking force at the next moment according to the traction force/braking force information, and perform interval control according to the traction force/braking force at the next moment .
  • the traction/braking force at the next moment sent by the second train will also be received through the flexible formation control unit.
  • the traction/braking force at the next moment is forwarded to the CCU of the second train through the flexible formation control unit.
  • the traction/braking force of the next moment is applied by the CCU in order to control the speed of the first train.
  • C.1 Collect train operation data.
  • a variety of data will be collected in this step, and different data may trigger different warning conditions and perform different warnings.
  • the train data collected in this step includes:
  • the first category single train network communication data
  • MVB data For example: collect MVB data through the MVB (Multifunction Vehicle Bus) interface of the network communication fault warning and diagnosis analysis expert system.
  • MVB Multifunction Vehicle Bus
  • TCN Traffic Communication Network, Train Communication Network
  • ETH data Through the ETH (Ethereum, Ethereum) interface of the network communication fault early warning and diagnosis analysis expert system.
  • the second category online data of single train running department
  • temperature data and impact data are collected through the online monitoring and fault warning device of the running part.
  • the third type single train sliding door data
  • the alarm information sent by the sliding door driving on multiple roads is collected.
  • the docking trajectory is collected through the sliding door failure warning and safety protection system.
  • the fourth category single train on-board equipment data
  • the fifth category marshalling train vehicle communication data
  • Type 6 Degradation mode data of marshalling trains
  • C.2 Carry out fault diagnosis based on train operation data.
  • the fault diagnosis scheme is: to monitor and analyze MVB data, WTB data and ETH data in real time through the network communication fault early warning and diagnosis analysis expert system to capture network anomalies.
  • the fault diagnosis scheme is: real-time monitoring and analysis of temperature data and impact data through online monitoring and fault warning device of running part, detecting typical damage of rail, and capturing the following one or Various abnormalities: bearing abnormality, gear transmission system abnormality, wheel set abnormality.
  • the fault diagnosis scheme is: filter the alarm information obtained through the plug door fault warning and safety protection system, and then filter the alarm information and stop track of each crossing road after filtering Statize the maintenance information of the sliding door, and perform fault diagnosis according to the classification of the maintenance information.
  • the fault diagnosis solution is to monitor and analyze the fault information and status information of on-board equipment in real time through the CCU, and capture equipment abnormalities.
  • the fault diagnosis scheme is: according to the messages of each communication cycle, determine the number of consecutive packet loss messages, and capture communication anomalies according to the number of consecutive packet loss messages.
  • the degraded mode data of the marshalling train its fault diagnosis scheme is: according to the operation mode, it is determined whether the degraded mode operation occurs. If the speed of the train fluctuates after running in the degraded mode, it is determined that an abnormality in the degraded mode is captured.
  • the triggering scheme is as follows: if the network abnormality is captured by the network communication fault early warning and diagnostic analysis expert system, then it is determined that the detection and early warning condition is triggered.
  • the trigger scheme is: if any abnormality is captured through the online monitoring and fault warning device of the running part, or if typical damage to the rail is detected, then it is determined that the detection and warning conditions are triggered .
  • the triggering scheme is as follows: perform fault diagnosis according to the classification of maintenance information, and if the fault diagnosis is faulty, it is determined that the detection and early warning conditions are triggered.
  • the trigger scheme is: if the equipment is abnormally captured by the CCU, it is determined that the detection and early warning condition is triggered.
  • the triggering scheme is as follows: if the number of consecutive packet loss messages reaches m, it is determined that the detection and early warning condition is triggered.
  • Packet loss means that the packet cannot be received and/or the topology frame in the received packet is inconsistent with the local topology frame. That is, the case of packet loss may be that the packet cannot be received, or that the topology frame in the received packet is inconsistent with the local topology frame.
  • the message cannot be received for m consecutive communication cycles, or the topology frame in the received message is inconsistent with the local topology frame. It may be impossible to receive messages in all communication cycles, or the topology frame in the messages received in all communication cycles is inconsistent with the local topology frame, or it may be impossible to receive messages in some cycle communication cycles, and some cycle communication cycles receive The topology frame in the packet is inconsistent with the local topology frame.
  • the packets that cannot be received are topology frame packets or information frame packets.
  • the triggering scheme is: if an abnormality of degraded mode is captured, it is determined that the detection warning condition is triggered.
  • any train in the formation (such as the first train, or the second train, or the third train, or other trains in the formation) will determine the target train after the unmarshalling condition is met , and demarcate with the target train.
  • the unmarshalling condition is: the running lines of the trains that have completed the virtual marshalling are not unique (for example, the marshalling trains will run on different routes in the near future), or, the communication with the adjacent train is interrupted, or, the unmarshalling instruction is received .
  • Only the non-leading vehicle may satisfy the decoding condition of receiving the decoding instruction, that is, only the non-leading vehicle may determine that the decoding condition of receiving the decoding instruction is satisfied.
  • the decoding condition of interruption of communication with adjacent vehicles it can be satisfied by either the leading vehicle or the non-leading vehicle.
  • the car may also determine that the unmarshalling condition for communication interruption with neighboring cars is met.
  • the scheme of determining the target train is: determine the trains with different running lines as the target trains.
  • the satisfying decompilation condition is that when a decompilation instruction is received, the scheme of determining the target train is: determine the previous adjacent vehicle as the target train.
  • the scheme of determining the target train is: determine the adjacent train sending the message as the target train.
  • the determination scheme for the interruption of communication with the adjacent vehicle is as follows: if the messages of m consecutive communication cycles are all lost, then it is determined that the communication with the adjacent vehicle is interrupted, that is, it is determined that the decoding condition is satisfied.
  • the case of packet loss may be that the packet cannot be received, or the topology frame in the received packet is inconsistent with the local topology frame.
  • the message cannot be received for m consecutive communication cycles, or the topology frame in the received message is inconsistent with the local topology frame. It may be impossible to receive messages in all communication cycles, or the topology frame in the messages received in all communication cycles is inconsistent with the local topology frame, or it may be impossible to receive messages in some cycle communication cycles, and some cycle communication cycles receive The topology frame in the packet is inconsistent with the local topology frame.
  • the packets that cannot be received are topology frame packets or information frame packets.
  • the current running speed can be adjusted first.
  • the realization scheme of monitoring the distance between the target train and the target train is: according to the current running speed, monitor the distance between the target vehicle and the adjacent vehicle in front of the target vehicle.
  • the critical communication distance is the distance at which the two trains will not collide under any circumstances. Assuming that the vehicle in front is in a static state, the calculated distance between the two vehicles in this case is the farthest, which is the maximum common braking distance and the preset value product.
  • the critical communication distance maximum normal braking distance * 1.5.
  • the decoding command is used to instruct the target vehicle to feed back the response frame.
  • the set topology frame is used to instruct the target vehicle to start the automatic driving mode and complete the decoding.
  • ⁇ The satisfied decoding condition is when the decoding instruction is received
  • the response frame is used to instruct the sender of the decoding instruction to set the initial operation flag in the topology frame as forbidden, and send the set topology frame.
  • ⁇ The satisfied decoding condition is when the communication with the adjacent vehicle is interrupted
  • the topology frame is initialized. If the topology frame in the currently received message is inconsistent with the local topology frame, set the initial run completion flag of the topology frame to an incomplete state.
  • train can only be the head train at this moment, the head train can be the first train, also can be the second train, can also be the 3rd train, or other trains, present embodiment does not specifically which group of trains the head train is Limit.
  • the same non-head car can be the first train, it can also be the second train, it can also be the third train, or other trains, and the present embodiment does not limit which group of trains the non-head car is specifically.
  • the train (only the first train at this time) sends a decoding command to the following train, and the latter train returns a response frame after receiving the decoding command, and the train (only the leading train at this time) receives After receiving the response frame, set the initial operation state in the topology frame to prohibit initial operation.
  • the following vehicle receives the topology frame that prohibits initial operation, it starts the automatic driving mode to complete the decoding.
  • the two vehicles When the distance between the two vehicles exceeds the critical communication distance, the two vehicles respectively resume the automatic driving mode, initialize the topology frame, and initialize the control state.
  • the train that cannot receive the message will initialize the topology frame of the vehicle and change it to automatic In the driving mode, the train that can receive the message judges that the received topology frame is inconsistent with the local topology frame, then sets the initial operation completion flag to the incomplete state and changes to the automatic driving mode.
  • the preceding vehicle preferentially uses the precise positioning method, and redundantly uses the train positioning to calculate the distance between the two vehicles to obtain the distance between the two vehicles, and the leading vehicle controls the driving interval gradually.
  • the train uses the train positioning to calculate the distance between the two trains, and continues to control the distance between the two trains to reach the critical distance of formation communication before unmarshalling; After the control command is issued, it resumes autonomous operation.
  • steps 101 to 103 are the process of establishing a flexible group
  • step 104 is a process of controlling the flexible group.
  • the implementation details of the method for controlling the flexible formation operation provided by this embodiment will be described below again with an example for the train formation operation process.
  • the trains are marshalled according to the marshalling list provided by the ground control center and the distance between the trains in the list.
  • the marshalling is completed, and the train sets the initial run end flag; the first train performs coordinated control according to the marshalling information; Compile command to decompile.
  • the marshalling train runs automatically on a line (the conditions of unmarshalling, entering the station, and crossing the switch are not met), and the marshalling train uses the automatic driving algorithm to calculate the speed control curve from the current position to the station before entering the station according to the arrival time and line gradient. According to the speed control curve, the traction force and braking force are reasonably applied to achieve the purpose of energy saving.
  • the vehicle in front drives according to the single-vehicle automatic operation mode, and the vehicle in front controls the application of the traction braking force of the rear vehicle for interval control.
  • the wireless marshalling control unit calculates the train interval by obtaining the position of each car.
  • the relative distance between the front and rear vehicles is obtained through the interval detection device.
  • the train that obtains the right to control the turnout first is the vehicle in front and passes the turnout first;
  • the vehicle in front passes the turnout in the single-vehicle crossing mode
  • the rear vehicle runs through the switch according to the command of the front vehicle.
  • the rear car catches up with the front car and sets up the formation, and the two train formations pass through the turnout according to the mode of single-car passing through the turnout.
  • the running process of forming trains to reach a stable target interval For the following vehicle to catch up with the preceding vehicle, the running process of forming trains to reach a stable target interval.
  • the goal of interval control is achieved by controlling the train to be at a certain interval during operation and adopting the corresponding operating speed.
  • Marshalling cooperative control adjusts the target interval according to the different working conditions of the two vehicles.
  • the train runs at acceleration and maximum deceleration during the speed change process, and the rate of change of acceleration (jerk) should not affect the comfort of passengers. These values are determined according to the operating characteristics of the train.
  • the front vehicle runs at a constant speed of V1
  • the rear vehicle runs at a constant speed of V2, V2>V1.
  • the front vehicle obtains the position of the rear vehicle through inter-vehicle communication, and calculates the distance between the front and rear vehicles based on the position of the own vehicle.
  • Table 2 shows the scene decomposition of the front vehicle running at a constant speed.
  • the front vehicle runs at a uniform speed of V1, and the rear vehicle runs at a speed of V2, V2>V1.
  • V1 a uniform speed of V1
  • V2 a speed of V2>V1.
  • the front vehicle obtains the position of the rear vehicle through inter-vehicle communication, and calculates the distance between the front and rear vehicles based on the position of the own vehicle.
  • LB1 is the deceleration distance. After the front and rear vehicles reach the deceleration distance, the rear vehicle must decelerate.
  • the vehicle in front begins to run at a uniform deceleration at speed V1, and the vehicle behind runs at speed V2, V2>V1.
  • V1 uniform deceleration at speed
  • V2 vehicle behind runs at speed V2>V1.
  • the front vehicle obtains the position of the rear vehicle through inter-vehicle communication, and calculates the distance between the front and rear vehicles based on the position of the own vehicle.
  • Table 4 shows the decomposition of the running scene of the vehicle in front with uniform deceleration.
  • the rear vehicle sends its own traction braking force information to the front vehicle, and the front vehicle performs the force calculation for the next moment based on the traction braking force exerted by the rear vehicle.
  • the speed-distance curves of the rear vehicle under nine working conditions are calculated according to the front vehicle, the location information of the rear vehicle is obtained through inter-train communication, and the relative distance between the two trains is calculated;
  • the preceding vehicle preferentially uses the precise positioning method, and redundantly uses the train positioning to calculate the distance between the two vehicles to obtain the distance between the two vehicles;
  • the leading vehicle collects the train speed information in real time, and calculates the speed according to the distance between the two vehicles Deviation; according to the speed deviation, consider the train speed limit, acceleration limit, and jerk limit value, and calculate the traction force/braking force that needs to be applied;
  • the front car sends the traction force/braking force that needs to be applied to the rear car wireless formation control through the wireless formation control unit Unit, the wireless marshalling control unit of the rear car forwards to the CCU;
  • the CCU of the rear car sends a request value to the traction system or braking system of the train to apply traction
  • the vehicle in front calculates the speed-distance curve at regular intervals (5s), and corrects the running deviation.
  • the driving process after the front and rear vehicles reach a stable target interval is as follows:
  • the front and rear cars start at speed V1 and run stably at speed V2 after acceleration.
  • the separation distance is S0: the front vehicle applies traction first, and the front vehicle gradually applies traction to the rear vehicle according to the interval control.
  • the front and rear car intervals gradually increase to the intervals under V2 operation.
  • S0 is the minimum target distance between two vehicles when the two vehicles are running smoothly.
  • the following vehicle is in a state of constant speed or acceleration, and S0 is the minimum distance between targets;
  • the front and rear cars apply traction or braking force at the same time.
  • the rear vehicle When the inter-vehicle interval changes from S0 to S0-d, the rear vehicle first accelerates, then decelerates, and finally runs stably at the speed V1 with the front vehicle.
  • the front and rear cars start at speed V1 and run stably at speed V2 after deceleration.
  • the separation distance is S0: the front vehicle and the rear vehicle coast first, and when the speed of the current vehicle reaches the maximum allowable speed error, the brake is applied; the rear vehicle gradually applies the braking force according to the distance control; the distance between the front and rear vehicles gradually decreases.
  • the separation distance is S1: the front vehicle first applies the braking force, and the rear vehicle first maintains the speed V1, gradually reducing the distance; after running to LB1, slow down, and gradually reach the target separation distance
  • the head car calculates the change of working condition, calculates the speed-distance curve of the following vehicle, calculates the traction/braking force that needs to be applied, and sends it to the following vehicle.
  • S1 is the target distance between the front and rear trains; when the marshalling is established, the rear train is in a deceleration state, and S1 is the distance between the two trains at the same speed.
  • the marshalling train passes through the turnout according to the mode of single-car passing through the turnout.
  • the vehicle in front establishes communication with the switch at the distance L2 of the switch action, the switch is controlled, and the vehicle in front controls the action of the switch; the switch is in the feedback state of the switch state feedback distance L3 at the latest, and after the state of the switch is normal, it is uncoded and the vehicle in front passes the switch; Turnout state feedback failure, the vehicle in front decelerates at the turnout deceleration, and the marshalling does not unmarshal.
  • the following vehicle After uncoding, the following vehicle tries to communicate with the switch, and after obtaining the control right, it controls the switch to move in different directions;
  • L2 the maximum distance traveled by the train within the operation time of the switch + the maximum distance traveled by the train during the deceleration time of the switch.
  • L3 is the maximum distance traveled by the train within the turnout deceleration time
  • the vehicle in front passes the turnout according to the single-vehicle crossing mode, and the rear vehicle gradually increases the running interval according to the command of the front vehicle and then decodes. After unprogramming, the following vehicle determines the automatic operation control mode according to the current situation (if the switch control is not obtained before the switch, it will decelerate according to the deceleration of the switch until it stops).
  • the speed of the front and rear vehicles gradually decreases from V1 to 0, and the interval S during operation is reduced to the parking interval St.
  • St is the set target parking distance between front and rear vehicles.
  • S is the actual distance between the front and rear vehicles.
  • the distance difference for reliable controlled parking needs to be within 0.3m.
  • the rear vehicle is controlled to decelerate, and the distance between the front and rear vehicles is adjusted from S to St; The minimum interval further reduces the interval between vehicles.
  • the speed of the front car and the rear car of the two wireless formations gradually decreases from V1 to 0, and decreases from the running interval S to the parking interval St.
  • the vehicle in front decelerates according to the single-vehicle running curve, and decelerates to stop with normal braking; the vehicle behind follows the interval control curve, the deceleration is smaller than the deceleration of the vehicle in front, and gradually narrows the distance from the vehicle in front.
  • the process of stopping the vehicle in front the train enters the station at a certain speed, which is the initial speed before braking (for example, the vehicle speed has dropped to 9-11.5m/s).
  • the distance from a complete stop is called the braking distance.
  • the braking distance Within this distance, according to a certain distribution (beacons are arranged for train positioning), every time the train passes the beacon, the ground position information of the place is obtained, and the algorithm is performed through the speed-distance calculation module
  • the most suitable theoretical braking rate at the current position is obtained through calculation, and the theoretical braking rate is used as the actual braking rate to control the train to decelerate and brake.
  • the parking process of the rear car the rear car runs from the running interval S to the parking interval St.
  • the front car brakes and enters the station the front and rear car intervals are detected in real time; the front car calculates the traction braking force applied by the rear car according to the speed-interval curve.
  • the flexible marshalling operation control method obtaineds the train information list sent by the data interaction center; monitors the distance between the second train in real time; according to the train information list and the distance between the second train, A flexible formation is established; interval control is carried out on the flexible formation, and the control of the flexible formation is realized.
  • this embodiment provides an electronic device, including: a memory, a processor, and a computer program.
  • the computer program is stored in the memory and is configured to be executed by the processor to realize the flexible marshalling operation control method as shown in FIG. 1 .
  • the first train is located before the second train.
  • the braking distance is calculated according to the current speed.
  • the current braking rate is calculated based on the braking distance and the obtained ground position information, deceleration braking is performed according to the current braking force, and the traction force/braking force at the next moment is calculated, according to the traction force at the next moment /Braking force for interval control.
  • calculate the traction/braking force at the next moment including:
  • calculate the traction force/braking force at the next moment including:
  • the traction force/braking force at the next moment is calculated.
  • interval control minimum distance is calculated by the following formula:
  • S min is the minimum distance for interval control.
  • T sum is the delay time
  • T sum t c +t p +t b
  • t c is the communication interruption time
  • t p is the algorithm execution time
  • t b is the time from when the brake command is issued to when the brake is applied.
  • V back is the running speed of the second train.
  • ⁇ S is the emergency braking distance difference between the first train and the second train.
  • d is the safety margin
  • d is 2 meters.
  • interval control is performed according to the traction/braking force at the next moment, including:
  • the traction/braking force at the next moment is sent to the flexible formation control unit of the second train through the flexible formation control unit.
  • Make the second train transmit the traction/braking force at the next moment to the central control unit of the second train through the flexible formation control unit, apply the traction force/braking force at the next moment through the central control unit of the second train, so as to control the second train speed.
  • the first train is located behind the second train.
  • the traction/braking force at the next moment sent by the second train is received through the flexible formation control unit.
  • the traction/braking force at the next moment is forwarded to the central control unit of the second train through the flexible formation control unit.
  • the traction/braking force of the next moment is applied by the central control unit in order to control the speed of the first train.
  • the method also includes:
  • collect train operation data including:
  • the MVB data is collected through the MVB interface of the network communication fault warning and diagnosis analysis expert system.
  • TCN data is collected through the train communication network TCN interface of the network communication fault early warning and diagnosis analysis expert system.
  • Carry out fault diagnosis based on train operation data including:
  • collect train operation data including:
  • the temperature data and impact data are collected through the online monitoring and fault warning device of the running part.
  • Carry out fault diagnosis based on train operation data including:
  • the temperature data and impact data are monitored and analyzed in real time through the online monitoring and fault warning device of the running part, the typical damage of the rail is detected, and one or more of the following abnormalities are captured: bearing abnormality, gear transmission system abnormality, and wheel set abnormality.
  • collect train operation data including:
  • the alarm information sent by the sliding door driving on multiple roads is collected through the sliding door failure warning and safety protection system.
  • the docking trajectory is collected through the sliding door failure warning and safety protection system.
  • Carry out fault diagnosis based on train operation data including:
  • the obtained alarm information is screened through the plug-in door fault warning and safety protection system, and the maintenance information of the plug-in door is counted according to the filtered alarm information of each intersection and the stop track, and the fault diagnosis is carried out according to the classification of the maintenance information.
  • collect train operation data including:
  • the fault information and status information of the on-board equipment are collected through the central control unit.
  • Carry out fault diagnosis based on train operation data including:
  • the fault information and status information of the on-board equipment are monitored and analyzed in real time to capture equipment abnormalities.
  • collect train operation data including:
  • Carry out fault diagnosis based on train operation data including:
  • m is a preset positive integer.
  • the packet loss is that the packet cannot be received and/or the topology frame in the received packet is inconsistent with the local topology frame.
  • collect train operation data including:
  • Carry out fault diagnosis based on train operation data including:
  • the distance between the real-time monitoring and the second train includes:
  • the real-time monitoring by the flexible formation control unit will be changed to real-time monitoring by the interval control unit and the distance between the second train.
  • the minimum distance is 200 meters.
  • train information list and the distance to the second train, establish a flexible formation with the second train, including:
  • a second topology frame sent by the second train is received.
  • a flexible grouping is established based on the second topology frame.
  • the data interaction center before obtaining the train information list sent by the data interaction center, it also includes:
  • the critical communication distance is the product of the maximum common braking distance and a preset value.
  • the default value is 1.5.
  • a flexible grouping is established according to the second topology frame, including:
  • the operation curve of the flexible formation is determined according to the operation information of the second train. If it is determined according to the second topology frame that the formation condition is satisfied, then when the first train is behind the second train, the operation curve of the flexible formation is determined according to the operation data of the second train.
  • the topology frame includes an initial run flag, which is used to describe whether the train to which it belongs is prohibited from forming.
  • the grouping condition is not met, including:
  • condition that the first train and the second train meet the prohibition of marshalling is as follows:
  • the front car curve decelerates in the first train and the second train. or,
  • the preceding vehicle in the first train and the second train enters the speed limit road section. or,
  • the first train and the second train cannot run at the same time for the specified time.
  • the time specified for grouping is 10 minutes.
  • the running data includes one or more of the following: position, velocity, acceleration.
  • determining that communications are stable includes:
  • n is a preset positive integer.
  • the second information frame sent by the second train is also received.
  • the second topology frame messages received for n consecutive communication cycles are not lost. or,
  • the second information frame message of n consecutive communication cycles is received without packet loss.
  • the second train after communicating with the second train according to the train information list, it also includes:
  • the first topology frame and the first information frame are sent to the second train.
  • the topology frame includes an IP address list.
  • the third topology frame sent by the third train is received, and the third train is an adjacent train of the first train.
  • the third topology frame does not include the first IP address of the first train, then update the first IP address list of the first train according to the positional relationship between the third train and the first train.
  • a new first topology frame is formed according to the updated first IP address list.
  • updating the first IP address list of the first train according to the positional relationship between the third train and the first train includes:
  • updating the first IP address list of the first train according to the positional relationship between the third train and the first train includes:
  • the method further includes:
  • a control right acquisition request is sent to the second train, where the control right acquisition request is used to instruct the second train to feed back a control right transfer response.
  • a control instruction is sent to the second train, and the control instruction is used to instruct the second train to stop automatic driving.
  • the method further includes:
  • a control transfer response is fed back to the second train.
  • the method also includes:
  • the target train is determined.
  • the conditions for unmarshalling are: the running lines of the trains that have completed the virtual marshalling are not unique, or the communication with the adjacent train is interrupted, or the decombining instruction is received.
  • the target train is determined, including:
  • the trains with different running routes are determined as the target trains.
  • unmarshal with the target train including:
  • the target train is demarched.
  • monitor the distance to the target train including:
  • the distance between the target vehicle and the adjacent vehicle in front of the target vehicle is monitored.
  • the method before monitoring the distance between the target vehicle and the adjacent vehicle in front of the target vehicle according to the current running speed, the method further includes:
  • unmarshal with the target train including:
  • the decode command is used to instruct the target vehicle to feedback the response frame.
  • the set topology frame is used to instruct the target vehicle to start the automatic driving mode and complete the decoding.
  • the first decompilation condition to be met is to determine the target train when the decompilation instruction is received, including:
  • unmarshal with the target train including:
  • the response frame is used to instruct the sender of the decoding instruction to set the initial run flag in the topology frame to be prohibited, and to send the set topology frame.
  • the decoding condition is satisfied if packets are lost for m consecutive communication cycles.
  • the message is sent by the same neighboring vehicle.
  • m is a preset positive integer.
  • the packet loss is that the packet cannot be received and/or the topology frame in the received packet is inconsistent with the local topology frame.
  • determine the target train including:
  • unmarshal with the target train including:
  • Trigger emergency braking Trigger emergency braking.
  • set the topology frame including:
  • the topology frame is initialized.
  • the electronic equipment provided in this embodiment obtains the train information list sent by the data interaction center; monitors the distance between the second train in real time; establishes a flexible formation with the second train according to the train information list and the distance between the second train ; Interval control is carried out on the flexible grouping, and the control on the flexible grouping is realized.
  • 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 flexible marshalling operation control method shown in FIG. 1 .
  • the first train is located before the second train.
  • the braking distance is calculated according to the current speed.
  • the current braking rate is calculated based on the braking distance and the obtained ground position information, deceleration braking is performed according to the current braking force, and the traction force/braking force at the next moment is calculated, according to the traction force at the next moment /Braking force for interval control.
  • calculate the traction/braking force at the next moment including:
  • calculate the traction force/braking force at the next moment including:
  • the traction force/braking force at the next moment is calculated.
  • interval control minimum distance is calculated by the following formula:
  • S min is the minimum distance for interval control.
  • T sum is the delay time
  • T sum t c +t p +t b
  • t c is the communication interruption time
  • t p is the algorithm execution time
  • t b is the time from when the brake command is issued to when the brake is applied.
  • V back is the running speed of the second train.
  • ⁇ S is the emergency braking distance difference between the first train and the second train.
  • d is the safety margin
  • d is 2 meters.
  • interval control is performed according to the traction/braking force at the next moment, including:
  • the traction/braking force at the next moment is sent to the flexible formation control unit of the second train through the flexible formation control unit.
  • Make the second train transmit the traction force/braking force at the next moment to the central control unit of the second train through the flexible formation control unit, apply the traction force/braking force at the next moment through the central control unit of the second train, so as to control the second train speed.
  • the first train is located behind the second train.
  • the traction/braking force at the next moment sent by the second train is received through the flexible formation control unit.
  • the traction/braking force at the next moment is forwarded to the central control unit of the second train through the flexible formation control unit.
  • the traction/braking force of the next moment is applied by the central control unit in order to control the speed of the first train.
  • the method also includes:
  • collect train operation data including:
  • the MVB data is collected through the MVB interface of the network communication fault warning and diagnosis analysis expert system.
  • TCN data is collected through the train communication network TCN interface of the network communication fault early warning and diagnosis analysis expert system.
  • Carry out fault diagnosis based on train operation data including:
  • collect train operation data including:
  • the temperature data and impact data are collected through the online monitoring and fault warning device of the running part.
  • Carry out fault diagnosis based on train operation data including:
  • the temperature data and impact data are monitored and analyzed in real time through the online monitoring and fault warning device of the running part, the typical damage of the rail is detected, and one or more of the following abnormalities are captured: bearing abnormality, gear transmission system abnormality, and wheel set abnormality.
  • collect train operation data including:
  • the alarm information sent by the sliding door driving on multiple roads is collected through the sliding door failure warning and safety protection system.
  • the docking trajectory is collected through the sliding door failure warning and safety protection system.
  • Carry out fault diagnosis based on train operation data including:
  • the obtained alarm information is screened through the plug-in door fault warning and safety protection system, and the maintenance information of the plug-in door is counted according to the filtered alarm information of each intersection and the stop track, and the fault diagnosis is carried out according to the classification of the maintenance information.
  • collect train operation data including:
  • the fault information and status information of the on-board equipment are collected through the central control unit.
  • Carry out fault diagnosis based on train operation data including:
  • the fault information and status information of the on-board equipment are monitored and analyzed in real time to capture equipment abnormalities.
  • collect train operation data including:
  • Carry out fault diagnosis based on train operation data including:
  • m is a preset positive integer.
  • the packet loss is that the packet cannot be received and/or the topology frame in the received packet is inconsistent with the local topology frame.
  • collect train operation data including:
  • Carry out fault diagnosis based on train operation data including:
  • the distance between the real-time monitoring and the second train includes:
  • the real-time monitoring by the flexible formation control unit will be changed to the distance between the real-time monitoring and the second train by the interval control unit.
  • the minimum distance is 200 meters.
  • train information list and the distance to the second train, establish a flexible formation with the second train, including:
  • a second topology frame sent by the second train is received.
  • a flexible grouping is established based on the second topology frame.
  • the data interaction center before obtaining the train information list sent by the data interaction center, it also includes:
  • the critical communication distance is the product of the maximum common braking distance and a preset value.
  • the default value is 1.5.
  • a flexible grouping is established according to the second topology frame, including:
  • the operation curve of the flexible formation is determined according to the operation information of the second train. If it is determined according to the second topology frame that the formation condition is satisfied, then when the first train is behind the second train, the operation curve of the flexible formation is determined according to the operation data of the second train.
  • the topology frame includes an initial run flag, which is used to describe whether the train to which it belongs is prohibited from forming.
  • the grouping condition is not met, including:
  • condition that the first train and the second train meet the prohibition of marshalling is as follows:
  • the front car curve decelerates in the first train and the second train. or,
  • the preceding vehicle in the first train and the second train enters the speed limit road section. or,
  • the first train and the second train cannot run at the same time for the specified time.
  • the time specified for grouping is 10 minutes.
  • the running data includes one or more of the following: position, velocity, acceleration.
  • determining that communications are stable includes:
  • n is a preset positive integer.
  • the second information frame sent by the second train is also received.
  • the second topology frame messages received for n consecutive communication cycles are not lost. or,
  • the second information frame message of n consecutive communication cycles is received without packet loss.
  • the second train after communicating with the second train according to the train information list, it also includes:
  • the first topology frame and the first information frame are sent to the second train.
  • the topology frame includes an IP address list.
  • the third topology frame sent by the third train is received, and the third train is an adjacent train of the first train.
  • the third topology frame does not include the first IP address of the first train, then update the first IP address list of the first train according to the positional relationship between the third train and the first train.
  • a new first topology frame is formed according to the updated first IP address list.
  • updating the first IP address list of the first train according to the positional relationship between the third train and the first train includes:
  • updating the first IP address list of the first train according to the positional relationship between the third train and the first train includes:
  • the method further includes:
  • a control right acquisition request is sent to the second train, where the control right acquisition request is used to instruct the second train to feed back a control right transfer response.
  • a control instruction is sent to the second train, and the control instruction is used to instruct the second train to stop automatic driving.
  • the method further includes:
  • a control transfer response is fed back to the second train.
  • the method also includes:
  • the target train is determined.
  • the conditions for unmarshalling are: the running lines of the trains that have completed the virtual marshalling are not unique, or the communication with the adjacent train is interrupted, or the decombining instruction is received.
  • the target train is determined, including:
  • the trains with different running routes are determined as the target trains.
  • unmarshal with the target train including:
  • the target train is demarched.
  • monitor the distance to the target train including:
  • the distance between the target vehicle and the adjacent vehicle in front of the target vehicle is monitored.
  • the method before monitoring the distance between the target vehicle and the adjacent vehicle in front of the target vehicle according to the current running speed, the method further includes:
  • unmarshal with the target train including:
  • the decode command is used to instruct the target vehicle to feedback the response frame.
  • the set topology frame is used to instruct the target vehicle to start the automatic driving mode and complete the decoding.
  • the first decompilation condition to be met is to determine the target train when the decompilation instruction is received, including:
  • unmarshal with the target train including:
  • the response frame is used to instruct the sender of the decoding instruction to set the initial run flag in the topology frame to be prohibited, and to send the set topology frame.
  • the decoding condition is satisfied if packets are lost for m consecutive communication cycles.
  • the message is sent by the same neighboring vehicle.
  • m is a preset positive integer.
  • the packet loss is that the packet cannot be received and/or the topology frame in the received packet is inconsistent with the local topology frame.
  • determine the target train including:
  • unmarshal with the target train including:
  • Trigger emergency braking Trigger emergency braking.
  • set the topology frame including:
  • the topology frame is initialized.
  • the computer-readable storage medium provided by this embodiment obtains the train information list sent by the data interaction center; monitors the distance with the second train in real time; according to the train information list and the distance between the second train, A flexible formation is established; interval control is carried out on the flexible formation, and the control of the flexible formation is realized.
  • 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.
  • 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.

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Abstract

一种灵活编组运行控制方法、设备和存储介质，该方法应用于第一列车；该方法，包括：获取数据交互中心发送的列车信息列表（101）；实时监测与第二列车之间的距离（102）；根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组（103）；对灵活编组进行间隔控制（104）。该方法根据列车信息列表和与其他列车之间的距离建立灵活编组之后，对灵活编组进行间隔控制，实现了对灵活编组的控制。

Description

一种灵活编组运行控制方法、设备和存储介质 技术领域
本申请涉及轨道交通技术领域，尤其涉及一种灵活编组运行控制方法、设备和存储介质。
背景技术
随着城市地铁交通规模的快速扩大，以及未来智能化的发展需求，对于车辆灵活编组以及智能重联提出了更高的需求，即车辆虚拟编组技术应用的呼声越来越高。
传统的地铁车辆一般为固定编组形式，根据不同时段客流量，可以通过车钩进行车辆的重联或解编操作，以满足不同的客流需求。传统的重联列车可以通过车钩来传递重联列车之间的纵向力，使列车保持同样的速度，同时通过车钩上的电气布线来传递前后车的相关车辆信息。但是传统的车钩重联解编操作比较繁琐，且耗费较多的人工及时间，极大程度上降低了整条线路的运营效率。
而虚拟编组是指将两列或多列车辆通过虚拟重联控制方式整合为一列车，不同于传统固定编组列车，列车与列车之间没有车钩，不需要人工参与，重联或解编均通过相关信号即可完成操作，极大地提高线路运营效率。
因此，如何进行灵活编组运行控制成为研究重点。
发明内容
为了进行灵活编组运行控制，本申请提供了一种灵活编组运行控制方法、设备和存储介质。
本申请第一个方面，提供了一种灵活编组运行控制方法，所述方法应用于第一列车；
所述方法，包括：
获取数据交互中心发送的列车信息列表；
实时监测与第二列车之间的距离；
根据所述列车信息列表和与第二列车之间的距离，与所述第二列车建立灵活编组；
对所述灵活编组进行间隔控制。
本申请第二个方面，提供了一种电子设备，包括：
存储器；
处理器；以及
计算机程序；
其中，所述计算机程序存储在所述存储器中，并被配置为由所述处理器执行以实现如上述第一个方面所述的方法。
本申请第三个方面，提供了一种计算机可读存储介质，其上存储有计算机程序；所述计算机程序被处理器执行以实现如上述第一个方面所述的方法。
本申请根据列车信息列表和与其他列车之间的距离建立灵活编组之后，对灵活编组进行间隔控制，实现了对灵活编组的控制。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本申请实施例提供的一种灵活编组运行控制方法的流程示意图。
具体实施方式
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
在实现本申请的过程中，发明人发现，传统的地铁车辆一般为固定编组形式，根据不同时段客流量，可以通过车钩进行车辆的重联或解编操作，以满足不同的客流需求。传统的重联列车可以通过车钩来传递重联列车之间的纵向力，使列车保持同样的速度，同时通过车钩上的电气布线来传递前后车的相关车辆信息。但是传统的车钩重联解编操作比较繁琐，且耗费较多的人工及时间，极大程度上降低了整条线路的运营效率。
而虚拟编组是指将两列或多列车辆通过虚拟重联控制方式整合为一列车，不同于传统固定编组列车，列车与列车之间没有车钩，不需要人工参与，重联或解编均通过相关信号即可完成操作，极大地提高线路运营效率。
因此，如何进行灵活编组运行控制成为研究重点。
基于此，本申请提供一种灵活编组运行控制方法、设备和存储介质，该方法应用于第一列车；该方法，包括：获取数据交互中心发送的列车信息列表；实时监测与第二列车之间的距离；根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组；对灵活编组进行间隔控制。本申请提供的方法根据列车信息列表和与其他列车之 间的距离建立灵活编组之后，对灵活编组进行间隔控制，实现了对灵活编组的控制。
参见图1，本实施例提供一种灵活编组运行控制方法，该方法应用于第一列车。
其中，第一列车为任一组列车，该列车通过本实施例提供的方法与其他列车(如第二列车，为建立编组的任一其他列车)建立灵活编组并对灵活编组进行间隔控制。
第一列车是一组列车，第一列车中的“第一”仅为标识作用，为了区分其他列车，不具备任何其他含义。同样，第二列车也是一组列车，第二列车中的“第二”仅为标识作用，为了区分其他列车，不具备任何其他含义。
灵活编组运行控制方法的实现过程如下：
101，获取数据交互中心发送的列车信息列表。
其中，列车信息列表是由数据交互中心发送的。
在执行步骤101之前，各列车(包括第一列车，第一列车为所有列车中的任一组列车)均会实时向地面控制中心发送运行信息，地面控制中心接收到各列车发送的运行信息之后，会将该运行信息发送至数据交互中心，由数据交互中心根据运行信息确定列车信息列表，并发送给列车。例如，数据交互中心获取位置信息。从位置信息和运行信息中识别出同一轨道上、同向行驶的列车。根据识别到的列车确定列车信息列表。将列车信息列表发送给列车。
102，实时监测与第二列车之间的距离。
具体的，通过灵活编组控制单元实时监测与第二列车之间的距离。
当监测到与第二列车之间的距离小于最小距离后，将通过灵活编组控制单元实时监测转为通过间隔控制单元实时监测与第二列车之间的距离。
其中，最小距离为预设值，如最小距离为200米。
103，根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组。
具体的，
103-1、解析列车信息列表，得到列车数量。
103-2、若列车数量大于1，且与第二列车之间的距离满足临界通信距离，则与第二列车进行通信。
其中，第二列车为除第一列车之外的任一组列车，该列车也待进行灵活编组的建立。第二列车与第一列车为两组不同的列车，第一列车和第二列车通过步骤103建立灵活编组。
其中，临界通信距离为在任何情况下两列车都不会出现碰撞事故的距离，设前车为静止状态，此情况下计算出的两车距离最远，为最大常用制动距离与预设值的积。
以预设值为1.5为例，临界通信距离＝最大常用制动距离*1.5。
103-3、基于通信，接收第二列车发送的第二拓扑帧。
其中，第二拓扑帧中的“第二”仅为标识作用，为了区分其他列车发送的拓扑帧，不具备任何其他含义。也就是说，第二拓扑帧是拓扑帧，是由第二列车发送的拓扑帧，即第二列车的拓扑帧。
另外，拓扑帧中包括初运行标志、IP地址列表、初运行完成标志等。
初运行标志用于描述所属列车是否禁止编组。
初运行完成标志用于描述所属列车是否完成初运行。
在步骤103-3中，除了基于通信，接收第二列车发送的第二拓扑帧，还会同时接收第二列车发送的第二信息帧。
其中，第二信息帧中的“第二”仅为标识作用，为了区分其他列车发送的信息帧，不具备任何其他含义。也就是说，第二信息帧是拓扑帧，是由第二列车发送的信息帧，即第二列车的信息帧。
103-4、根据第二拓扑帧建立灵活编组。
具体的，
1、确定运行曲线
●若根据第二拓扑帧确定不满足编组条件，则
1.1当第一列车位于第二列车前时，确定自动驾驶。
1.2当第一列车位于第二列车后时，根据第二列车的运行信息确定灵活编组的运行曲线。
由于拓扑帧中包括初运行标志，初运行标志用于描述所属列车是否禁止编组，因此根据第二拓扑帧确定不满足编组条件的具体判断方式为：
若第二拓扑帧的初运行标志为禁止(如即第二列车拒绝编组)，则确定不满足编组条件。
或者，
若第一列车的第一拓扑帧的初运行标志为禁止(如即第一列车拒绝编组)，则确定不满足编组条件。
其中，第一拓扑帧中的“第一”仅为标识作用，为了区分其他列车发送的拓扑帧，不具备任何其他含义。也就是说，第一拓扑帧是拓扑帧，是第一列车的拓扑帧。
或者，
若第一拓扑帧的初运行标志不为禁止，且第二拓扑帧的初运行标志不为禁止，但第一列车与第二列车符合禁止编组情况，则确定不满足编组条件。
其中，第一列车与第二列车符合禁止编组情况为：
第一列车和第二列车中的前车弯道减速。或者，
第一列车和第二列车中的前车进入限速路段。或者，
第一列车和第二列车不能同时运行编组规定的时间。
例如，编组规定的时间为10分钟。也就是说，两列车建立灵活编组的前提是辆车可以编组运行10分钟。
如果本列车(即第一列车)拒绝编组(拓扑帧中初运行标志为禁止)或邻车(即第二列车)拒绝编组(拓扑帧中初运行标志为禁止)或两列车不具备编组条件(前车弯道减速、前车进入限速路段、不能同时运行编组规定的时间)则前车保持自动运行(即第一列车位于第二列车前时，第一列车为前车，此时确定自动驾驶)，后车根据前车的运行信息确定灵活编组的运行曲线(即第一列车位于第二列车后时，第一列车为候车，此时，根据第二列车的运行信息确定灵活编组的运行曲线)。
●若根据第二拓扑帧确定满足编组条件，则
2.1当第一列车位于第二列车后时，根据第二列车的运行数据确定灵活编组的运行曲线。
其中，运行数据包括但不限于如下的一种或多种：位置，速度，加速度。
另外，在根据第二列车的运行数据确定灵活编组的运行曲线之后，还会确认通信是否稳定，如果稳定则认为灵活编组建立完成。
确定通信稳定的方式为：连续接收到n个通信周期的报文不丢包，其中，n为预设的正整数，例如，n＝10，即连续10个通信周期报文不丢包。
由于在步骤103-3中会基于通信，接收第二列车发送的第二拓扑帧，那么，连续接收到n个通信周期的报文不丢包，即连续接收到n个通信周期的第二拓扑帧报文不丢包。如果在步骤103-3中会基于通信，接收第二列车发送的第二拓扑帧，同时，还接收第二列车发送的第二拓扑帧，那么，连续接收到n个通信周期的报文不丢包，即连续接收到n个通信周期的第二拓扑帧报文不丢包，或者，连续接收到n个通信周期的第二信息帧报文不丢包。
另外，根据列车信息列表与第二列车进行通信之后，还包括：另外，在执行步骤103-2之后，还会向第二列车发送第一拓扑帧和第一信息帧。
其中，第一信息帧中的“第一”仅为标识作用，为了区分其他列车发送的信息帧，不具备任何其他含义。也就是说，第一信息帧是信息帧，是第一列车的信息帧。
第一列车向第二列车发送第一拓扑帧和第一信息帧的步骤，与步骤103-3之间的关系可以有多种，例如第一列车先向第二列车发送第一拓扑帧和第一信息帧，再执行步骤103-3。再例如，第一列车先执行步骤103-3，再向第二列车发送第一拓扑帧和第一信息帧。还例如，第一列车同时既向第二列车发送第一拓扑帧和第一信息帧，又执行步骤103-3。
由于一组列车存在两组邻车(即第一列车的前一列车和后一列车)，对于第一列车来说，第二列车是其一组邻车，那么第一列车还会有另一组邻车，为了清楚区分两组不同邻车，将另一组邻车命名为第三列车。即第三列车为第一列车的邻车，且第三列车与第二列车不同。
其中，第三列车中的“第三”仅为标识作用，为了区分其他列车，不具备任何其他含义。也就是说，第三列车是一组列车，该列车是为第一列车除第二列车之外的另一组邻车。
第一列车在发送第一拓扑帧和接收第二拓扑帧的过程中，还会接收第三列车发送的第三拓扑帧。
其中，第三拓扑帧。中的“第三”仅为标识作用，为了区分其他列车的拓扑帧，不具备任何其他含义。也就是说，第三拓扑帧是一拓扑帧，该拓扑帧是第三列车发送的，即第三列车的拓扑帧。
若第三拓扑帧中不包括第一列车的第一IP地址，则
1、根据第三列车与第一列车的位置关系更新第一列车的第一IP地址列表。
具体的，
●若第三列车位于第一列车前(即第三列车为第一列车的前车)，则
1)获取第二拓扑帧中的第二IP地址列表。
2)将第二IP地址列表放入第一IP地址列表中第一IP地址之后，形成更新的第一IP地址列表。
●若第三列车位于第一列车后(即第三列车为第一列车的后车)，则
1)获取第二拓扑帧中的第二IP地址列表。
2)将第二IP地址列表放入第一IP地址列表中第一IP地址之前，形成更新的第一IP地址列表。
2、根据更新的第一IP地址列表形成新的第一拓扑帧。
也就是说，第一列车和第二列车在互发拓扑帧过程中同时计算新的拓扑帧，如果前车(如第三列车)接收到的拓扑帧中不含有本车(即第一列车)的IP地址则将后车(即第二列车)的拓扑帧IP地址列表放在自己(即第一列车)IP地址后边组成新的IP地址列表形成拓扑帧，如果后车(如第三列车)接收到的拓扑帧不含有本车(即第一列车)的IP地址则将前车(即第二列车)的IP地址列表放在自己(即第一列车)IP地址前面形成新的IP地址列表形成拓扑帧，如果列车接收到的拓扑帧跟本列车的拓扑帧一致则判断初运行成功，设置初运行完成标志后再发送新的拓扑帧，当所有列车接收和发送的拓扑帧的初运行完成标志都一致，则确定灵活编组建立完成，进而编组完成标志，以及，设定列车参考方向。
另外，在根据第二拓扑帧建立灵活编组之后，前车还会获取到后车的控制权。
例如，
●若第一列车位于第二列车前(即第一列车为前车)，则
向第二列车发送控制权获取请求，控制权获取请求用于指示第二列车反馈控制权转移响应。
接收到第二列车反馈的控制权转移响应后，向第二列车发送控制指令，控制指令用于指示第二列车停止自动驾驶。
●若第一列车位于第二列车后(即第一列车为后车)，则
接收第二列车发送控制权获取请求。
向第二列车反馈控制权转移响应。
接收第二列车发送的控制指令。
根据控制指令停止自动驾驶。
例如，如果第一列车为前车，那么第一列车判断编组完成标志为1时，发送控制命令给后车(即第二列车)要求获取控制权，当后车(即第二列车)判断编组完成标志为1且收到前车(即第一列车)的控制命令后发送控制权转移响应给前车(即第一列车)；前车(即第一列车)收到后车(即第二列车)的响应帧后发送具体控制命令给后车(即第二列车)，后车(即第二列车)收到后执行前车(即第一列车)控制命令而不再自动驾驶。
再例如，如果第一列车为后车，那么接收到前车(即第二列车)要求获取控制权后，断编组完成标志为1后发送控制权转移响应给前车(即第二列车)；前车(即第二列车)收到后车(即第一列车)的响应帧后发送具体控制命令给后车(即第一列车)，后车(即第一列车)收到后执行前车(即第二列车)控制命令而不再自动驾驶。
需要说明的是，列车之间(如第一列车与第二列车，第一列车与第三列车等)如果距离在200米以上可采用LTE-R或5G进行通信，如果距离200米以下可以用WIFI或雷达进行通信。
104，对灵活编组进行间隔控制。
在执行步骤103之后第一列车和第二列车之间已经建立了灵活编组，在步骤104则会对灵活编组进行控制。控制时，前车对灵活编组进行间隔控制体现在：前车会根据后车的牵引力/制动力信息确定各时刻牵引力/制动力，并将确定的牵引力/制动力发送给后车。后车对灵活编组进行间隔控制体现在：向前车发送自身的牵引力/制动力信息，并执行前车确定的牵引力/制动力。如果第一列车位于第二列车前，则第一列车为前车，如果第一列车位于第二列车后，则第一列车为后车。
下面分别针对第一列车位于第二列车前和第一列车位于第二列车后两种情形，分别描述第一列车如何对灵活编组进行间隔控制。
第一种情况：第一列车位于第二列车前，此时第一列车为前车，第二列车为后车。第一列车需要根据后车的牵引力/制动力信息确定各时刻牵引力/制动力，并将确定的牵引力/制动力发送给后车。第二列车需要向第一列车发送自身的牵引力/制动力信息，并执行第一列车确定的牵引力/制动力。
具体的，第一列车会
A.1确定灵活编组的当前运行阶段。
A.2根据当前运行阶段对灵活编组进行间隔控制。
●若当前运行阶段非停车阶段，则
计算下一时刻牵引力/制动力，并根据下一时刻牵引力/制动力进行间隔控制。
●若当前运行阶段为停车阶段，则
当与第二列车之间的距离不小于停车间隔时，基于单车运行曲线减速停车，并计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
当与第二列车之间的距离小于停车间隔时，在确定满足制动条件后，根据当前速度计算制动距离。每当获取到地面位置信息，则基于制动距离以及获取到的地面位置信息计算当前制动率，根据当前制动力进行减速制动，并计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
无论当前运行阶段为何种阶段，只要计算下一时刻牵引力/制动力，其计算方法均为：获取第二列车的牵引力/制动力信息，根据牵引力/制动力信息，计算下一时刻牵引力/制动力。
其中，根据牵引力/制动力信息，计算下一时刻牵引力/制动力的过程为：
a.1根据预先得到的速度-间隔距离曲线、与第二列车之间的距离以及当前速度，计算速度偏差。
a.2确定间隔控制最小距离。
具体的，通过如下公式计算间隔控制最小距离：
S min＝T sum*V back+ΔS+d。
其中，
S min为隔控制最小距离。
T sum为延时时间，T sum＝t c+t p+t b，t c为通信中断时间，t p为算法执行时间，t b为制动命令发出到制动施加时间。
V back为第二列车运行速度。
ΔS为第一列车与第二列车紧急制动距离差。
d为安全余量，例如，d为2米。
a.3在满足间隔控制最小距离的前提下，根据速度偏差、列车限速、限加速度、限加加速度值以及牵引力/制动力信息，计算下一时刻牵引力/制动力。
另外，无论当前运行阶段为何种阶段，只要根据下一时刻牵引力/制动力进行间隔控制，其控制过程均为：
通过灵活编组控制单元将下一时刻牵引力/制动力发送给第二列车的灵活编组控制单元。以使第二列车通过灵活编组控制单元将下一时刻牵引力/制动力转发给第二列车的CCU(Central Control Unit，中央控制单元)，通过第二列车的CCU施加下一时刻牵引力/制动力，以便控制第二列车的速度。
第二种情况：第一列车位于第二列车后，此时第二列车为前车，第一列车为后车。第二列车需要根据后车的牵引力/制动力信息确定各时刻牵引力/制动力，并将确定的牵引力/制动力发送给后车。第一列车需要向第二列车发送自身的牵引力/制动力信息，并执行第二列车确定的牵引力/制动力。
具体的，第一列车会向第二列车发送牵引力/制动力信息，以使第二列车根据牵引力/制动力信息，计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
除此之外，还会通过灵活编组控制单元接收第二列车发送的下一时刻牵引力/制动力。通过灵活编组控制单元将下一时刻牵引力/制动力转发给第二列车的CCU。通过CCU施加下一时刻牵引力/制动力，以便控制第一列车的速度。
通过步骤104对灵活编组进行间隔控制的过程，可以在多列车之间无线编组、自动运行的基础上，实现编组内列车作为一个整体，统一由头车编组运行控制。主要是列车编组后，计算间隔控制曲线，控制列车在灵活编组行进过程中保持行车间隔。
例如，前车根据车辆位置、实时速度、制动距离、制动系统工况等实时状态信号，结合列车制动距离，控制编组内列车行进速度，保持灵活编组列车行车间距，保证列车在特殊工况下能够安全制动，避免追尾。
其中，编组运行的工况如表1所示：
表1
Figure PCTCN2021141543-appb-000001
通过上述过程，实现了第一列车与第二列车进行灵活编组，以及，编组后对灵活编组运行的控制。除了上上述控制过程，还会进行故障预警控制。
进行故障预警控制的前提条件是进行相应传感器信号的采集、信号综合、信号预处理及判断、故障诊断直至故障预警，针对无线灵活编组控制各环节及其相关关系，并在此基础上进行预警。
故障预警控制过程如下：
C.1采集列车运行数据。
本步骤中会采集多种数据，不同的数据可能会触发不同的预警条件，进行不同的预警。
本步骤所采集的列车数据包括：
第一类：单列车网络通信数据
例如：通过网络通信故障预警及诊断分析专家系统的MVB(Multifunction Vehicle Bus，多功能车辆总线)接口采集MVB数据。
通过网络通信故障预警及诊断分析专家系统的TCN(Train Communication Network，列车通信网络)接口采集TCN数据。
通过网络通信故障预警及诊断分析专家系统的ETH(Ethereum，以太坊)接口采集ETH数据。
第二类：单列车走行部在线数据
例如：通过走行部在线监测与故障预警装置采集温度数据和冲击数据。
第三类：单列车塞拉门数据
例如：通过塞拉门故障预警及安全防护系统采集塞拉门行驶多个交路发送的报警信息。
通过塞拉门故障预警及安全防护系统采集停靠轨迹。
第四类：单列车车载设备数据
例如：通过CCU采集车载设备的故障信息以及状态信息。
第五类：编组列车车车通信数据
例如：采集每个通信周期的报文。
第六类：编组列车降级模式数据
例如：采集运行模式和列车速度。
C.2根据列车运行数据进行故障诊断。
对于第一类：单列车网络通信数据，其故障诊断方案为：通过网络通信故障预警及诊断分析专家系统对MVB数据、WTB数据和ETH数据进行实时监控和分析，捕获网络异常。
对于第二类：单列车走行部在线数据，其故障诊断方案为：通过走行部在线监测与故障预警装置对温度数据和冲击数据进行实时监控和分析，检测钢轨典型损伤，并捕获如下一种或多种异常：轴承异常、齿轮传动系统异常、轮对异常。
对于第三类：单列车塞拉门数据，其故障诊断方案为：通过塞拉门故障预警及安全防护系统对获取的报警信息进行筛选，根据筛选后的每个交路的报警信息以及停靠轨迹统计塞拉门的检修信息，根据检修信息的等级分类进行故障诊断。
对于第四类：单列车车载设备数据，其故障诊断方案为：通过CCU对车载设备的故障信息以及状态信息进行实时监控和分析，捕获设备异常。
对于第五类：编组列车车车通信数据，其故障诊断方案为：根据每个通信周期的报文，确定连续丢包的报文数量，根据连续丢包的报文数量捕获通信异常。
对于第六类：编组列车降级模式数据，其故障诊断方案为：根据运行模式确定是否出现降级模式运行。若出现降级模式运行后，列车速度发生波动，则确定捕获到降级模式异常。
C.3根据故障诊断结果确定检测预警条件是否被触发。
对于第一类：单列车网络通信数据，其是否触发方案为：若通过网络通信故障预警及诊断分析专家系统捕获到网络异常，则确定检测预警条件被触发。
对于第二类：单列车走行部在线数据，其是否触发方案为：若通过走行部在线监测与故障预警装置捕获到任一种异常，或者，检测到钢轨典型损伤，则确定检测预警条件被触发。
对于第三类：单列车塞拉门数据，其是否触发方案为：根据检修信息的等级分类进行故障诊断，故障诊断为出现故障则确定检测预警条件被触发。
对于第四类：单列车车载设备数据，其是否触发方案为：若通过CCU捕获到设备异常，则确定检测预警条件被触发。
对于第五类：编组列车车车通信数据，其是否触发方案为：若连续丢包的报文数量达到m，则确定检测预警条件被触发。
其中，m为预设的正整数，例如，m＝10，即连续10个通信周期的报均出现丢包。
丢包为无法接收到报文和/或收到的报文中拓扑帧与本地拓扑帧不一致。即丢包的情况可以为无法接收到报文，也可以为收到的报文中拓扑帧与本地拓扑帧不一致。
也就是说，连续m个通信周期均会出现无法接收到报文，或者收到的报文中拓扑帧与本地拓扑帧不一致。可以所有通信周期均无法接收到报文，也可以所有通信周期收到的报文中拓扑帧均与本地拓扑帧不一致，还可以部分周期通信周期无法接收到报文，部分周期通信周期收到的报文中拓扑帧与本地拓扑帧不一致。
其中，无法接收到的报文为拓扑帧报文或信息帧报文。
对于第六类：编组列车降级模式数据，其是否触发方案为：若捕获到降级模式异常，则确定检测预警条件被触发。
C.4若预警条件被触发，则进行相应预警。
预警方式可以有多种，如大屏显示，与负责人电话沟通、邮件沟通等。
通过上述故障预警控制过程，可以对多种故障进行预警及救援。
当列车因严重故障无法行驶时，人工驾驶救援列车联挂救援故障列车，使故障列车行驶到下一站，清客下线，然后进入维修区域。
例如：
第一类：单列车网络通信故障
列车装配网络通信故障预警及诊断分析专家系统。该系统内置于一台高性能工业计算机内，该计算机提供MVB、TCN、ETH接口，可以对MVB数据、WTB数据和ETH数据进行实时监控和分析。该系统设备可以应用于高铁车辆、城际列车、地铁车辆等各种轨道车辆。该系统能够分析符合IEC 61375标准的MVB、WTB、ETH数据，能够提供从物理层信号质量分析到协议分析功能。通过分析信号的波形特征、链路层的帧序列和协议数据，来捕获网络异常，提前发现风险和隐患并将故障信息发送给中央控制单元，保证列车稳定可靠的运行。该系统能够在分析出故障时刻将故障前3分钟和故障后1分钟的该类型数据进行存储，有助于后期分析和整改。
第二类：单列车走行部在线故障
地铁列车走行部在线监测与故障预警装置是为保障地铁列车安全运行而研制的在线实时监测走行部故障状态的预警装置。该装置采用温度监测与冲击监测相结合的多参数诊断机制及故障诊断专家系统，对列车走行部关键部件及典型钢轨损伤进行全面在线监测。
1)实现对可能危害地铁列车安全运行的轴承、齿轮传动系统、轮对(踏面麻点、碾皮、擦伤、烧附、腐蚀、凹痕、裂损、碰伤及轮对多边形等)故障的早期预警及精确定位，为地铁列车的安全运行提供重要保障。同时，通过对运营状态及故障数据进行历史趋势分析、统计分析、对比分析等分析，提供专业化的部件失效根本原因分析及列车维护建议；
2)实现钢轨典型损伤(如钢轨波磨)的检测，为线路的维护提供指导建议。
该监测系统在发现影响列车运行故障时，及时向中央控制单元发送故障信息供中央控制单元做出相关决策。
第三类：单列车塞拉门故障
塞拉门故障预警及安全防护系统通过获取塞拉门行驶多个交路发送的报警信息；对所述报警信息进行筛选；获取列车的速度信息；根据速度信息确定列车的停靠轨迹；根据筛选后的每个交路的报警信息以及停靠轨迹统计塞拉门的检修信息；通过检修信息等级的分类确定出需要及时进行处理的故障上传给中央控制单元，中央控制单元及时作出预警。
第四类：单列车车载设备故障
列车车载设备本身都有自我诊断功能，车载设备在发生故障时及时将故障信息发送给中央控制单元同时记录故障时刻相关通信数据及设备自身状态信息，中央控制单元根据信息等级和车载设备数量根据预先配置的算法执行相关故障预警及安全防护功能。
车地无线传输系统将故障信息及时发送给地面控制中心，地面控制中心专家诊断系统辅助技术人员诊断出列车故障原因，为后期维修和完善专家诊断系统做好工作。
第五类：编组列车车车通信故障
头车连续10次收不到后车报文：头车处理算法保持不变，在发给后车的拓扑帧数据流中设置后车通信中断标志，初运行状态为未完成初运行；
后车连续10次收不到前车报文：头车处理算法保持不变，后车执行解编操作并实行自动运行，后车给头车发送到拓扑帧数据流中设置通信中断标志，初运行状态为未完成初运行；
头车和后车都收不到对方数据达到10个报文：列车将初运行状态设置为初运行未完成状态，列车自动运行，列车保持拓扑帧和信息帧继续发送；
头车和后车通信丢包数量在10个报文以下：记录连续丢包数量，保持原来编组状态运行，连续丢包不到10个就认为编组运行正常，控制模式不改变；
头车和后车编组状态在建立和解编之间反复：为避免此种工况存在，通信采用冗余技术实现，如果还有则调查是否受外界环境影响，在此处环境下增加辅助通信设备确保消除通信干扰问题，如不能解决，软件层面上则在反复3次后不再进行编组重联，只进行拓扑帧和信息帧收发，初运行状态一直设置为初运行未结束状态，直到连续不丢包时间保持10分钟才设置初运行完成，进行编组运行。
第六类：编组列车降级模式故障
具体包括：
1)编组列车头车降级模式故障
编组运行列车头车因故障出现降级模式运行后如果能继续保持后车最高速度运行则继续编组运行，否则编组运行到最近的避让区间执行解编避让操作(头车过道岔模式)。
2)编组列车后车降级模式故障
编组运行列车后车因故障出现降级模式运行后如果能继续保持后车最高速度运行则继续编组运行，否则编组运行到两车间距达到临界编组距离后头车通信中断后解编各自独立运行。
除此之外，可以对编组列车停车故障进行预警
例如，
针对对编组列车头车停车故障预，编组运行列车头车因故障出现停车故障(包括紧急制动情况)，编组列车不解编，执行编组停车模式。
针对编组列车后车停车故障，编组运行列车后车因故障出现停车故障(包括紧急制动情况)，头车执行解编命令，解编后头车保持自主运行模式，后车上报故障执行停车模式。
还可以对牵引系统故障进行预警。
例如：两车降速模式运行且不解编。
前车处理：列车计算牵引损失程度，修正运行曲线，运行到下一站，清客下线。
列车TCMS(Train Control and Management System，列车控制和管理系统)与TCU(Transmission Control Unit，传动控制单元)通信，通过交互确认故障的TCU数目，计算出列车能够发挥的牵引力、最大运行速度；如果最大速度小于目标速度，则将目标速度设定为最大运行速度，修正运行曲线，运行到下一站，解编，清客下线。
后车处理：解编前按照前车指令编组运行。前车进站道岔前解编，后车恢复自动运行控制。
还可以对制动系统故障进行预警。
例如，两车降速模式运行且不解编。
前车处理：列车计算制动损失程度，修正运行曲线，运行到下一站，清客下线。
后车处理：解编前按照前车指令编组运行。前车进站道岔前解编，后车恢复自动运行控制。
此外，还会在确定解编条件被满足后进行解编。
具体的，
1、确定解编条件被满足后，确定目标列车。
其中，解编条件为：已完成虚拟编组的各列车运行线路不唯一(例如，编组列车将在不久之后运行在不同的线路上)，或者，与邻车通信中断，或者，接收到解编指令。
对于已完成虚拟编组的各列车运行线路不唯一的解编条件，其仅头车可能会满足，也就是说，只有头车才可能确定已完成虚拟编组的各列车运行线路不唯一的解编条件被满足。
对于接收到解编指令的解编条件，其仅非头车可能会满足，也就是说，只有非头车才可能确定接收到解编指令的解编条件被满足。
对于与邻车通信中断的解编条件，其既可以是头车能满足，也可以是非头车能满足，也就是说，头车可能确定与邻车通信中断的解编条件被满足，非头车也可能确定与邻车通信中断的解编条件被满足。
另外，确定目标列车的方案随着解编条件的不同而变化。
例如：
满足的解编条件为已完成虚拟编组的各列车运行线路不唯一时，确定目标列车的方案为：将运行路线不同的列车确定为目标列车。
满足的解编条件为接收到解编指令时，确定目标列车的方案为：将前一邻车确定为目标列车。
满足的解编条件为与邻车通信中断时，确定目标列车的方案为：将发送报文的邻车确定为目标列车。
其中，与邻车通信中断的确定方案为：连续接收到m个通信周期的报文均出现丢包，则确定与邻车通信中断，即确定解编条件被满足。
报文由同一邻车发送。m为预设的正整数。例如，m＝10，即连续10个通信周期的报均出现丢包。
丢包的情况可以为无法接收到报文，也可以为收到的报文中拓扑帧与本地拓扑帧不一致。
也就是说，连续m个通信周期均会出现无法接收到报文，或者收到的报文中拓扑帧与本地拓扑帧不一致。可以所有通信周期均无法接收到报文，也可以所有通信周期收到的报文中拓扑帧均与本地拓扑帧不一致，还可以部分周期通信周期无法接收到报文，部分周期通信周期收到的报文中拓扑帧与本地拓扑帧不一致。
其中，无法接收到的报文为拓扑帧报文或信息帧报文。
2、与目标列车进行解编。
本步骤的具体实现方案也随着解编条件的不同而变化。
●满足的解编条件为已完成虚拟编组的各列车运行线路不唯一时，
1.1监控与目标列车之间的距离。
具体实现时，可以先调整当前运行速度。此时，监控与目标列车之间的距离的实现方案为：根据当前运行速度，监控目标车辆与目标车辆前的邻车之间的距离。
1.2当与目标列车之间的距离达到达到临界通信距离时，与目标列车进行解编。
另外，临界通信距离为在任何情况下两列车都不会出现碰撞事故的距离，设前车为静止状态，此情况下计算出的两车距离最远，为最大常用制动距离与预设值的积。
以预设值为1.5为例，临界通信距离＝最大常用制动距离*1.5。
此外，在与目标列车进行解编时：
1)向目标车辆发送解编命令。
其中，解编命令用于指示目标车辆反馈响应帧。
2)接收到目标车辆反馈的响应帧后，设置拓扑帧中的初运行标志为禁止。
3)向目标车辆发送设置后的拓扑帧。设置后的拓扑帧用于指示目标车辆启动自动驾驶模式，完成解编。
●满足的解编条件为接收到解编指令时，
2.1向解编指令发送端反馈响应帧。
其中，响应帧用于指示解编指令发送端设置拓扑帧中的初运行标志为禁止，并发送设置后的拓扑帧。
2.2当接收到的拓扑帧中的初运行标志为禁止时，启动自动驾驶模式，完成解编。
●满足的解编条件为与邻车通信中断时，
3.1触发紧急制动。
3.2设置拓扑帧。
具体的，若当前无法接收到报文，则初始化拓扑帧。若当前接收到的报文中拓扑帧与本地拓扑帧不一致，则设置拓扑帧的初运行完成标志为未完成状态。
3.3启动自动驾驶模式。
本实施例提供的灵活编组的解编方法，列车(此时只能是头车)判断出编组列车将在不久之后运行在不同的线路上则头车要根据当前运行速度与解编后两车的运行距离差对后车进行运行控制使得两车之间的距离逐渐增大，当 两车之间的距离达到临界通信距离时，列车(此时只能是头车)下发解编命令给后车，后车收到解编命令后返回响应帧，列车(此时只能是头车)收到响应帧后设置拓扑帧中初运行状态为禁止初运行，当后车收到禁止初运行的拓扑帧后启动自动驾驶模式完成解编。
两车之间的距离超过临界通信距离，两车各自恢复自动驾驶模式、初始化拓扑帧、初始化控制权状态。
当两车之间因其他原因导致拓扑帧或信息帧通信连续丢包超过10个时认为通信中断，在通信中断的条件下，接收不到报文的列车将本车拓扑帧初始化并改为自动驾驶模式，能收到报文的列车判断接收到的拓扑帧与本地拓扑帧不一致则设置初运行完成标志为未完成状态并且改为自动驾驶模式。
编组列车需要解编时，在精确定位手段探测到定位距离到达阈值前，前车优先使用精确定位手段、冗余使用列车定位计算两车间隔距离的方式获得两车间隔，前车控制行车间隔逐渐增大，超过精确定位手段探测到定位距离到达阈值后，列车使用列车定位计算两车间隔距离，继续控制两列车行车间隔达到编组通信临界距离后解编；解编后，后车执行完前车发的控制命令后，恢复自主运行。
通过本实施例提供的灵活编组运行控制方法可以在后车追上前车时，建立通信、确定编组、编组行车、列车解编、到站停车。
其中，后车可以为第一列车也可以为第二列车，如果后车是第一列车，则前车为第二列车，如果后车是第二列车，则前车为第一列车。
本实施例提供的灵活编组运行控制方法在具体实现时，可以通过列车、地面控制中心、数据交互中心实现。
具体的，
401，列车实时向地面控制中心发送运行信息。
此处的列车为所有的列车。
402，地面控制中心接收列车发送的运行信息。
403，地面控制中心将运行信息发送给数据交互中心。
404，数据交互中心接收地面控制中心发送的运行信息。
405，数据交互中心根据运行信息确定列车信息列表，并发送给列车。
具体的，
1、获取位置信息。
2、从位置信息和运行信息中识别出同一轨道上、同向行驶的列车。
3、根据识别到的列车确定列车信息列表。
4、将列车信息列表发送给列车。
406，列车中的任一列车(如第一列车)获取数据交互中心发送的列车信息列表。
407，第一列车根据列车信息列表与另一列车(如第二列车)进行通信。
例如，第一列车解析列车信息列表，得到列车数量。若列车数量大于1，且与第二列车之间的距离满足临界通信距离，则与第二列车进行通信。
408，第一列车基于通信，接收第二列车发送的第二拓扑帧。
在步骤408中，除了基于通信，接收第二列车发送的第二拓扑帧，还会同时接收第二列车发送的第二信息帧。
409，第一列车根据第二拓扑帧建立灵活编组。
具体的，
1、确定运行曲线
●若根据第二拓扑帧确定不满足编组条件，则
1.1当第一列车位于第二列车前时，确定自动驾驶。
1.2当第一列车位于第二列车后时，根据第二列车的运行信息确定灵活编组的运行曲线。
由于拓扑帧中包括初运行标志，初运行标志用于描述所属列车是否禁止编组，因此根据第二拓扑帧确定不满足编组条件的具体判断方式为：
若第二拓扑帧的初运行标志为禁止(如即第二列车拒绝编组)，则确定不满足编组条件。
或者，
若第一列车的第一拓扑帧的初运行标志为禁止(如即第一列车拒绝编组)，则确定不满足编组条件。
其中，第一拓扑帧中的“第一”仅为标识作用，为了区分其他列车发送的拓扑帧，不具备任何其他含义。也就是说，第一拓扑帧是拓扑帧，是第一列车的拓扑帧。
或者，
若第一拓扑帧的初运行标志不为禁止，且第二拓扑帧的初运行标志不为禁止，但第一列车与第二列车符合禁止编组情况，则确定不满足编组条件。
其中，第一列车与第二列车符合禁止编组情况为：
第一列车和第二列车中的前车弯道减速。或者，
第一列车和第二列车中的前车进入限速路段。或者，
第一列车和第二列车不能同时运行编组规定的时间。
例如，编组规定的时间为10分钟。也就是说，两列车建立灵活编组的前提是辆车可以编组运行10分钟。
●若根据第二拓扑帧确定满足编组条件，则
2.1当第一列车位于第二列车后时，根据第二列车的运行数据确定灵活编组的运行曲线。
其中，运行数据包括但不限于如下的一种或多种：位置，速度，加速度。
另外，在根据第二列车的运行数据确定灵活编组的运行曲线之后，还会确认通信是否稳定，如果稳定则认为灵活编组建立完成。
确定通信稳定的方式为：连续接收到n个通信周期的报文不丢包，其中，n为预设的正整数，例如，n＝10，即连续10个通信周期报文不丢包。
由于在步骤103中会基于通信，接收第二列车发送的第二拓扑帧，那么，连续接收到n个通信周期的报文不丢包，即连续接收到n个通信周期的第二拓扑帧报文不丢包。如果在步骤103中会基于通信，接收第二列车发送的第二拓扑帧，同时，还接收第二列车发送的第二拓扑帧，那么，连续接收到n个通信周期的报文不丢包，即连续接收到n个通信周期的第二拓扑帧报文不丢包，或者，连续接收到n个通信周期的第二信息帧报文不丢包。
另外，根据列车信息列表与第二列车进行通信之后，还包括：另外，在执行步骤407之后，还会向第二列车发送第一拓扑帧和第一信息帧。
第一列车在发送第一拓扑帧和接收第二拓扑帧的过程中，还会接收另外一邻车(如第三列车)发送的第三拓扑帧。
若第三拓扑帧中不包括第一列车的第一IP地址，则
1、根据第三列车与第一列车的位置关系更新第一列车的第一IP地址列表。
具体的，
●若第三列车位于第一列车前(即第三列车为第一列车的前车)，则
1)获取第二拓扑帧中的第二IP地址列表。
2)将第二IP地址列表放入第一IP地址列表中第一IP地址之后，形成更新的第一IP地址列表。
●若第三列车位于第一列车后(即第三列车为第一列车的后车)，则
1)获取第二拓扑帧中的第二IP地址列表。
2)将第二IP地址列表放入第一IP地址列表中第一IP地址之前，形成更新的第一IP地址列表。
2、根据更新的第一IP地址列表形成新的第一拓扑帧。
另外，在根据第二拓扑帧建立灵活编组之后，前车还会获取到后车的控制权。
例如，
●若第一列车位于第二列车前(即第一列车为前车)，则
向第二列车发送控制权获取请求，控制权获取请求用于指示第二列车反馈控制权转移响应。
接收到第二列车反馈的控制权转移响应后，向第二列车发送控制指令，控制指令用于指示第二列车停止自动驾驶。
●若第一列车位于第二列车后(即第一列车为后车)，则
接收第二列车发送控制权获取请求。
向第二列车反馈控制权转移响应。
接收第二列车发送的控制指令。
根据控制指令停止自动驾驶。
本系统在具体实现时，
1)列车在运行过程中实时发送位置信息及列车信息给控制中心；
2)数据交互中心从接收到的列车定位信息中识别出同一轨道上、同向行驶的列车，将列车信息列表发送给相关列车；
3)列车收到列车信息列表后解析列表数据，当列表中的列车数量大于1时且两车之间的距离进入到临界通信距离开始进行车-车通信；
4)前后两列车相互发送信息帧和拓扑帧；
5)如果本列车拒绝编组(拓扑帧中初运行标志为禁止)或临车拒绝编组(拓扑帧中初运行标志为禁止)或两列车不具备编组条件(前车弯道减速、前车进入限速路段、不能同时运行编组规定的时间)则前车保持自动运行，后车根据前车发送给后车的信息计算新的运行曲线；
6)在通信过程中列车时刻判断车间距，在编组完成之前后车根据前车的位置、速度、加速度计算出的新的运行曲线运行；
7)车-车通信稳定判定：列车收到的临车的拓扑帧报文有连续10个报文不丢失就认为通信稳定，列车可以设置通信状态标志为1；
8)列车在互发拓扑帧过程中同时计算新的拓扑帧，如果前车接收到的拓扑帧中不含有本车的IP地址则将后 车的拓扑帧IP地址列表放在自己IP地址后边组成新的IP地址列表形成拓扑帧，如果后车接收到的拓扑帧不含有本车的IP地址则将前车的IP地址列表放在自己IP地址前面形成新的IP地址列表形成拓扑帧，如果列车接收到的拓扑帧跟本列车的拓扑帧一致则判断初运行成功，设置初运行完成标志后再发送新的拓扑帧，当所有列车接收和发送的拓扑帧的初运行完成标志都一致，无线编组控制单元就判断编组完成，无线编组控制单元设置编组完成标志，设定列车参考方向；
9)当前车判断编组完成标志为1时，发送控制命令给后车要求获取控制权，当后车判断编组完成标志为1且收到前车的控制命令后发送控制权转移响应给前车；前车收到被控车的响应帧后发送具体控制命令给后车，后车收到后执行前车控制命令而不再自动驾驶。
另外，在建立灵活编组后，会对灵活编组运行进行间隔控制。控制时，前车对灵活编组进行间隔控制体现在：前车会根据后车的牵引力/制动力信息确定各时刻牵引力/制动力，并将确定的牵引力/制动力发送给后车。后车对灵活编组进行间隔控制体现在：向前车发送自身的牵引力/制动力信息，并执行前车确定的牵引力/制动力。如果第一列车位于第二列车前，则第一列车为前车，如果第一列车位于第二列车后，则第一列车为后车。
第一种情况：第一列车位于第二列车前，此时第一列车为前车，第二列车为后车。第一列车需要根据后车的牵引力/制动力信息确定各时刻牵引力/制动力，并将确定的牵引力/制动力发送给后车。第二列车需要向第一列车发送自身的牵引力/制动力信息，并执行第一列车确定的牵引力/制动力。
具体的，第一列车会
A.1确定灵活编组的当前运行阶段。
A.2根据当前运行阶段对灵活编组进行间隔控制。
●若当前运行阶段非停车阶段，则
计算下一时刻牵引力/制动力，并根据下一时刻牵引力/制动力进行间隔控制。
●若当前运行阶段为停车阶段，则
当与第二列车之间的距离不小于停车间隔时，基于单车运行曲线减速停车，并计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
当与第二列车之间的距离小于停车间隔时，在确定满足制动条件后，根据当前速度计算制动距离。每当获取到地面位置信息，则基于制动距离以及获取到的地面位置信息计算当前制动率，根据当前制动力进行减速制动，并计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
无论当前运行阶段为何种阶段，只要计算下一时刻牵引力/制动力，其计算方法均为：获取第二列车的牵引力/制动力信息，根据牵引力/制动力信息，计算下一时刻牵引力/制动力。
其中，根据牵引力/制动力信息，计算下一时刻牵引力/制动力的过程为：
a.1根据预先得到的速度-间隔距离曲线、与第二列车之间的距离以及当前速度，计算速度偏差。
a.2确定间隔控制最小距离。
具体的，通过如下公式计算间隔控制最小距离：
S min＝T sum*V back+ΔS+d。
a.3在满足间隔控制最小距离的前提下，根据速度偏差、列车限速、限加速度、限加加速度值以及牵引力/制动力信息，计算下一时刻牵引力/制动力。
另外，无论当前运行阶段为何种阶段，只要根据下一时刻牵引力/制动力进行间隔控制，其控制过程均为：
通过灵活编组控制单元将下一时刻牵引力/制动力发送给第二列车的灵活编组控制单元。以使第二列车通过灵活编组控制单元将下一时刻牵引力/制动力转发给第二列车的CCU(Central Control Unit，中央控制单元)，通过第二列车的CCU施加下一时刻牵引力/制动力，以便控制第二列车的速度。
第二种情况：第一列车位于第二列车后，此时第二列车为前车，第一列车为后车。第二列车需要根据后车的牵引力/制动力信息确定各时刻牵引力/制动力，并将确定的牵引力/制动力发送给后车。第一列车需要向第二列车发送自身的牵引力/制动力信息，并执行第二列车确定的牵引力/制动力。
具体的，第一列车会向第二列车发送牵引力/制动力信息，以使第二列车根据牵引力/制动力信息，计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
除此之外，还会通过灵活编组控制单元接收第二列车发送的下一时刻牵引力/制动力。通过灵活编组控制单元将下一时刻牵引力/制动力转发给第二列车的CCU。通过CCU施加下一时刻牵引力/制动力，以便控制第一列车的速度。
此外，还会进行故障预警控制。
C.1采集列车运行数据。
本步骤中会采集多种数据，不同的数据可能会触发不同的预警条件，进行不同的预警。
本步骤所采集的列车数据包括：
第一类：单列车网络通信数据
例如：通过网络通信故障预警及诊断分析专家系统的MVB(Multifunction Vehicle Bus，多功能车辆总线)接口 采集MVB数据。
通过网络通信故障预警及诊断分析专家系统的TCN(Train Communication Network，列车通信网络)接口采集TCN数据。
通过网络通信故障预警及诊断分析专家系统的ETH(Ethereum，以太坊)接口采集ETH数据。
第二类：单列车走行部在线数据
例如：通过走行部在线监测与故障预警装置采集温度数据和冲击数据。
第三类：单列车塞拉门数据
例如：通过塞拉门故障预警及安全防护系统采集塞拉门行驶多个交路发送的报警信息。
通过塞拉门故障预警及安全防护系统采集停靠轨迹。
第四类：单列车车载设备数据
例如：通过CCU采集车载设备的故障信息以及状态信息。
第五类：编组列车车车通信数据
例如：采集每个通信周期的报文。
第六类：编组列车降级模式数据
例如：采集运行模式和列车速度。
C.2根据列车运行数据进行故障诊断。
对于第一类：单列车网络通信数据，其故障诊断方案为：通过网络通信故障预警及诊断分析专家系统对MVB数据、WTB数据和ETH数据进行实时监控和分析，捕获网络异常。
对于第二类：单列车走行部在线数据，其故障诊断方案为：通过走行部在线监测与故障预警装置对温度数据和冲击数据进行实时监控和分析，检测钢轨典型损伤，并捕获如下一种或多种异常：轴承异常、齿轮传动系统异常、轮对异常。
对于第三类：单列车塞拉门数据，其故障诊断方案为：通过塞拉门故障预警及安全防护系统对获取的报警信息进行筛选，根据筛选后的每个交路的报警信息以及停靠轨迹统计塞拉门的检修信息，根据检修信息的等级分类进行故障诊断。
对于第四类：单列车车载设备数据，其故障诊断方案为：通过CCU对车载设备的故障信息以及状态信息进行实时监控和分析，捕获设备异常。
对于第五类：编组列车车车通信数据，其故障诊断方案为：根据每个通信周期的报文，确定连续丢包的报文数量，根据连续丢包的报文数量捕获通信异常。
对于第六类：编组列车降级模式数据，其故障诊断方案为：根据运行模式确定是否出现降级模式运行。若出现降级模式运行后，列车速度发生波动，则确定捕获到降级模式异常。
C.3根据故障诊断结果确定检测预警条件是否被触发。
对于第一类：单列车网络通信数据，其是否触发方案为：若通过网络通信故障预警及诊断分析专家系统捕获到网络异常，则确定检测预警条件被触发。
对于第二类：单列车走行部在线数据，其是否触发方案为：若通过走行部在线监测与故障预警装置捕获到任一种异常，或者，检测到钢轨典型损伤，则确定检测预警条件被触发。
对于第三类：单列车塞拉门数据，其是否触发方案为：根据检修信息的等级分类进行故障诊断，故障诊断为出现故障则确定检测预警条件被触发。
对于第四类：单列车车载设备数据，其是否触发方案为：若通过CCU捕获到设备异常，则确定检测预警条件被触发。
对于第五类：编组列车车车通信数据，其是否触发方案为：若连续丢包的报文数量达到m，则确定检测预警条件被触发。
其中，m为预设的正整数，例如，m＝10，即连续10个通信周期的报均出现丢包。
丢包为无法接收到报文和/或收到的报文中拓扑帧与本地拓扑帧不一致。即丢包的情况可以为无法接收到报文，也可以为收到的报文中拓扑帧与本地拓扑帧不一致。
也就是说，连续m个通信周期均会出现无法接收到报文，或者收到的报文中拓扑帧与本地拓扑帧不一致。可以所有通信周期均无法接收到报文，也可以所有通信周期收到的报文中拓扑帧均与本地拓扑帧不一致，还可以部分周期通信周期无法接收到报文，部分周期通信周期收到的报文中拓扑帧与本地拓扑帧不一致。
其中，无法接收到的报文为拓扑帧报文或信息帧报文。
对于第六类：编组列车降级模式数据，其是否触发方案为：若捕获到降级模式异常，则确定检测预警条件被触发。
C.4若预警条件被触发，则进行相应预警。
此外在建立灵活编组以后，编组中的任一列车(如第一列车，或者，第二列车，或者，第三列车，或者编组中其他列车)均会确定解编条件被满足后，确定目标列车，并与目标列车进行解编。
其中，
(一)确定解编条件被满足后，确定目标列车的实现细节为：
其中，解编条件为：已完成虚拟编组的各列车运行线路不唯一(例如，编组列车将在不久之后运行在不同的线路上)，或者，与邻车通信中断，或者，接收到解编指令。
对于已完成虚拟编组的各列车运行线路不唯一的解编条件，其仅头车可能会满足，也就是说，只有头车才可能确定已完成虚拟编组的各列车运行线路不唯一的解编条件被满足。
对于接收到解编指令的解编条件，其仅非头车可能会满足，也就是说，只有非头车才可能确定接收到解编指令的解编条件被满足。
对于与邻车通信中断的解编条件，其既可以是头车能满足，也可以是非头车能满足，也就是说，头车可能确定与邻车通信中断的解编条件被满足，非头车也可能确定与邻车通信中断的解编条件被满足。
另外，确定目标列车的方案随着解编条件的不同而变化。
例如：
满足的解编条件为已完成虚拟编组的各列车运行线路不唯一时，确定目标列车的方案为：将运行路线不同的列车确定为目标列车。
满足的解编条件为接收到解编指令时，确定目标列车的方案为：将前一邻车确定为目标列车。
满足的解编条件为与邻车通信中断时，确定目标列车的方案为：将发送报文的邻车确定为目标列车。
其中，与邻车通信中断的确定方案为：连续接收到m个通信周期的报文均出现丢包，则确定与邻车通信中断，即确定解编条件被满足。
报文由同一邻车发送。m为预设的正整数。例如，m＝10，即连续10个通信周期的报均出现丢包。
丢包的情况可以为无法接收到报文，也可以为收到的报文中拓扑帧与本地拓扑帧不一致。
也就是说，连续m个通信周期均会出现无法接收到报文，或者收到的报文中拓扑帧与本地拓扑帧不一致。可以所有通信周期均无法接收到报文，也可以所有通信周期收到的报文中拓扑帧均与本地拓扑帧不一致，还可以部分周期通信周期无法接收到报文，部分周期通信周期收到的报文中拓扑帧与本地拓扑帧不一致。
其中，无法接收到的报文为拓扑帧报文或信息帧报文。
(二)与目标列车进行解编的实现细节为：
与目标列车进行解编的具体实现方案也随着解编条件的不同而变化。
●满足的解编条件为已完成虚拟编组的各列车运行线路不唯一时，
1.1监控与目标列车之间的距离。
具体实现时，可以先调整当前运行速度。此时，监控与目标列车之间的距离的实现方案为：根据当前运行速度，监控目标车辆与目标车辆前的邻车之间的距离。
1.2当与目标列车之间的距离达到达到临界通信距离时，与目标列车进行解编。
另外，临界通信距离为在任何情况下两列车都不会出现碰撞事故的距离，设前车为静止状态，此情况下计算出的两车距离最远，为最大常用制动距离与预设值的积。
以预设值为1.5为例，临界通信距离＝最大常用制动距离*1.5。
此外，在与目标列车进行解编时：
1)向目标车辆发送解编命令。
其中，解编命令用于指示目标车辆反馈响应帧。
2)接收到目标车辆反馈的响应帧后，设置拓扑帧中的初运行标志为禁止。
3)向目标车辆发送设置后的拓扑帧。设置后的拓扑帧用于指示目标车辆启动自动驾驶模式，完成解编。
●满足的解编条件为接收到解编指令时，
2.1向解编指令发送端反馈响应帧。
其中，响应帧用于指示解编指令发送端设置拓扑帧中的初运行标志为禁止，并发送设置后的拓扑帧。
2.2当接收到的拓扑帧中的初运行标志为禁止时，启动自动驾驶模式，完成解编。
●满足的解编条件为与邻车通信中断时，
3.1触发紧急制动。
3.2设置拓扑帧。
具体的，若当前无法接收到报文，则初始化拓扑帧。若当前接收到的报文中拓扑帧与本地拓扑帧不一致，则设置拓扑帧的初运行完成标志为未完成状态。
3.3启动自动驾驶模式。
例如，列车(此时只能是头车，头车可以是第一列车，也可以是第二列车，还可以是第三列车，或者其他列车，本实施例不对头车具体是哪组列车进行限定。同样非头车可以是第一列车，也可以是第二列车，还可以是第三列车，或者其他列车，本实施例不对非头车具体是哪组列车进行限定。)判断出编组列车将在不久之后运行在不同的线路上则头车要根据当前运行速度与解编后两车的运行距离差对后车进行运行控制使得两车之间的距离逐渐增大，当两车之间的距离达到临界通信距离时，列车(此时只能是头车)下发解编命令给后车，后车收到解编命令后返回响应帧，列车(此时只能是头车)收到响应帧后设置拓扑帧中初运行状态为禁止初运行，当后车收到禁止初运行的拓扑帧后启动自动驾驶模式完成解编。
两车之间的距离超过临界通信距离，两车各自恢复自动驾驶模式、初始化拓扑帧、初始化控制权状态。
当两车之间因其他原因导致拓扑帧或信息帧通信连续丢包超过10个时认为通信中断，在通信中断的条件下，接收不到报文的列车将本车拓扑帧初始化并改为自动驾驶模式，能收到报文的列车判断接收到的拓扑帧与本地拓扑帧不一致则设置初运行完成标志为未完成状态并且改为自动驾驶模式。
编组列车需要解编时，在精确定位手段探测到定位距离到达阈值前，前车优先使用精确定位手段、冗余使用列车定位计算两车间隔距离的方式获得两车间隔，前车控制行车间隔逐渐增大，超过精确定位手段探测到定位距离到达阈值后，列车使用列车定位计算两车间隔距离，继续控制两列车行车间隔达到编组通信临界距离后解编；解编后，后车执行完前车发的控制命令后，恢复自主运行。
本实施例提供的步骤中，步骤101至103为建立灵活编组的过程，步骤104为对灵活编组的控制过程。下面再次针对列车编组运行过程，举例介绍本实施例提供的灵活编组运行控制方法实现细节。
列车根据地面控制中心提供的可编组列表及列表中各列车的间距进行编组，当列车拓扑目录一致时表示编组完成，列车设置初运行结束标志；头列车根据编组信息进行协同控制；头车发送解编命令进行解编。
编组列车在一条线路上自动运行(没有达到解编、进站、过道岔条件)，编组列车根据到站时间及线路坡度等情况采用自动驾驶算法计算出当前位置到进站前的速度控制曲线，按速度控制曲线合理施加牵引力及制动力以达到节能目的。
编组中前车按照单车自动运行模式驾驶，前车控制后车牵引力制动力施加进行间隔控制。
1、通过步骤101至103建立编组
列车距离大于200m，无线编组控制单元通过获得的每个车位置计算列车间隔。
距离小于200m后通过间隔检测装置获取前后车之间的相对距离。
例如：
1)两车在道岔相遇
具体分为：
(1)不同线路两车在道岔相遇
先获得道岔控制权的列车为前车，优先通过道岔；
前车过道岔前，后车追上前车，建立编组；
前车按单车过道岔模式过道岔；
后车按前车命令运行通过道岔。
(2)同线路两车在道岔相遇
后车追上前车，建立编组，两列车编组按单车过道岔模式过道岔。
2)在两车在道岔相遇之后，后车追前车，此时通过步骤101至103完成两车间的灵活编组建立。
为后车追前车，编组列车达到稳定的目标间隔的行车过程。通过控制列车在运行过程中处于某种间隔采用相应运行速度的方式，达到间隔控制的目标。
编组协同控制根据两车不同工况调整目标间隔。列车变速过程中以加速度和最大减速度运行，同时加速度的变化率(加加速度)不应影响到乘客的舒适性，这些值根据列车的运行特性确定。
根据前后车建立编组时的状态，将工况分为以下9种：
(1)前车匀速运行
前车以速度V1匀速运行，后车以速度V2匀速运行，V2>V1。建立编组时，前车利用车间通信获得后车位置，根据本车位置计算前后车间隔。
前车匀速运行场景分解如表2所示。
表2
序号 编组时刻后车状态 编组后前车控制后车行为
1 匀速 匀速->减速运行
2 加速 加速->减速运行
3 减速 减速到V1->匀速运行
(2)前车匀加速运行
前车以速度V1匀加速运行，后车以速度V2运行，V2>V1。建立编组时，前车利用车间通信获得后车位置，根据本车位置计算前后车间隔。
前车匀加速运行场景分解图表3所示。
表3
Figure PCTCN2021141543-appb-000002
其中，LB1为减速距离，前后车运行达到减速距离后，后车必需减速运行。
(3)前车匀减速运行
前车以速度V1开始匀减速运行，后车以速度V2运行，V2>V1。建立编组时，前车利用车间通信获得后车位置，根据本车位置计算前后车间隔。
前车匀减速运行场景分解如表4所示。
表4
Figure PCTCN2021141543-appb-000003
2、通过步骤104进行间隔控制
建立编组后的第一时刻，后车把自身的牵引力制动力信息发送给前车，前车以后车发挥的牵引力制动力为基础，进行下一时刻力计算。
下一时刻力计算时，根据前车计算出九种工况后车的速度-间隔距离曲线，通过列车间通信获得后车定位信息，计算两列车相对间隔距离；在前车列车稳定接收到后车采用精确定位手段发送的信号后，前车优先使用精确定位手段、冗余使用列车定位计算两车间隔距离的方式获得两车间隔；头车实时采集列车速度信息，根据车间间隔距离，计算速度偏差；根据速度偏差，考虑列车限速、限加速度、限加加速度值，计算需要施加的牵引力/制动力；前车通过无线编组控制单元将需要施加的牵引力/制动力发送给后车无线编组控制单元，后车无线编组控制单元转发给CCU；后车CCU向列车的牵引系统或制动系统发出请求值，以施加牵引力将列车加速到控制速度，或施加制动力使列车减速至规定值。
前车每隔一段时间(5s)计算速度-间隔距离曲线，修正运行偏离。
在间隔控制过中，前后车达到稳定的目标间隔后的行车过程如下：
1)前车加速
前后车由速度V1，加速后稳定运行在速度V2.
间隔距离为S0：前车先施加牵引力，前车根据间隔控制，逐渐对后车施加牵引力。前后车间隔逐渐增大到V2运行下的间隔。
其中，S0为两车平稳运行时两车最小目标间隔距离。建立编组时，后车处于匀速或者加速状态，则S0为最小目标间隔距离；
2)前车匀速
(1)根据列车载重，前后车同时施加牵引力或制动力。
(2)距离调节模式，调节小段间隔距离。
车间隔由S0，变为S0+d时，后车先减速，后加速，最后与前车稳定运行在速度V1；
车间隔由S0，变为S0-d时，后车先加速，后减速速，最后与前车稳定运行在速度V1。
3)前车减速
前后车由速度V1，减速后稳定运行在速度V2。
1)间隔距离为S0：前车后车先惰行，当前车速度处于最大速度允许误差后，施加制动；后车根据间隔控制，逐渐施加制动力；前后车间隔逐渐减小。
2)间隔距离为S1：前车先施加制动力，后车先保持的在速度V1，逐渐减小间隔；运行到LB1后，减速，逐渐达到目标间隔距离
工况变化后，头车计算工况变化，计算后车的速度-间隔距离曲线，计算需要施加的牵引力/制动力，发送给后车。
其中，S1为前后车目标间隔距离；建立编组时，后车处于减速状态，S1为两列车速度相同时的间隔距离。
4)过道岔模式
(1)编组列车经过道岔后方向相同
编组过道岔与单车过道岔行为没有区别，相当于单列车的车身变长，经过道岔的时间变长。
(2)编组列车经过道岔后方向不同
编组进入解编模式。
5)两车编组过道岔后不解编
编组列车按单车过道岔模式通过道岔。
6)两车编组过道岔后解编
两车目的地不同时，在线路不同的道岔前解编。两种工况均为道岔动作到不同方向。
此时，前车在道岔动作距离L2与道岔建立通信，道岔受控，前车控制道岔动作；道岔最迟在道岔状态反馈距离L3反馈状态，道岔状态正常后，解编，前车经过道岔；道岔状态反馈故障，前车以道岔减速度减速，编组不解编。
后车在道岔动作距离L2开始以道岔减速度运行。
解编后，后车尝试与道岔通信，获得控制权后，控制道岔向不同方向动作；
过道岔后按照电子地图计算运行曲线。
其中，L2＝道岔动作时间内列车行驶的最大距离+道岔减速时间内列车行驶的最大距离。
L3为道岔减速时间内列车行驶的最大距离
前车按单车过道岔模式过道岔，后车按前车命令逐渐增加运行间隔后解编。解编后后车根据当前状况确定自动运行控制模式(在道岔前没有获得道岔控制就按照道岔减速度减速，直至停车)。
3、停车过程
停车过程中，前车后车速度由V1逐渐减小到0，由运行时的间隔S减少到停车间隔St。
其中，St为设置的前后车目标停车间隔距离。S为前后车实际间隔距离。
可靠的控制停车的距离差需要在0.3m。
S>＝St时，前车按照单车运行曲线减速停车，后车根据间隔控制，缩小与前车间隔，间隔达到St后，前车控制后车保持间隔距离为St运行，不再按照最小间隔进一步缩小行车间隔。
S<St时，在前车匀速运行阶段，控制后车减速，调整前后车间隔由S变为St；前车按照单车运行曲线减速停车，前车控制后车保持间隔距离为St，不再按照最小间隔进一步缩小行车间隔。
停车过程中，无线两编组的前车后车速度由V1逐渐减小到0，由运行时的间隔S减少到停车间隔St。
前车按照单车运行曲线减速，以常用制动减速停车；后车根据间隔控制曲线，减速度小于前车减速度，逐渐缩小与前车间隔。
前车停车过程：列车以一定速度驶入站内,该速度为制动前初始速度(例如车速已降至9-11.5m/s)，进站后列车开始制动，从列车开始制动到列车完全停稳的距离称为制动距离，在该距离内按一定分布(布置信标进行列车定位)，列车每经过信标时，获取该处的地面位置信息，通过速度-距离运算模块进行算法运算得到当前位置上最为适合的理论制动率，该理论制动率便作为实际制动率控制列车进行减速制动。当列车到达下一个定位位置时，执行与上述相同的过程，直到列车速度为零，即停稳在停车点。
后车停车过程：后车由运行时的间隔S运行到停车间隔St，前车制动进站时，实时检测前后车间隔；前车根据速度-间隔曲线，计算后车施加的牵引力制动力。
本实施例提供的灵活编组运行控制方法，获取数据交互中心发送的列车信息列表；实时监测与第二列车之间的距离；根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组；对灵活编组进行间隔控制，实现了对灵活编组的控制。
基于上述灵活编组运行控制方法的同一发明构思，本实施例提供一种电子设备，包括：存储器，处理器，以及计算机程序。
其中，计算机程序存储在存储器中，并被配置为由处理器执行以实现如图1所示的灵活编组运行控制方法。
具体的，
获取数据交互中心发送的列车信息列表。
实时监测与第二列车之间的距离。
根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组。
对灵活编组进行间隔控制。
可选地，第一列车位于第二列车前。
对灵活编组进行间隔控制，包括：
确定灵活编组的当前运行阶段。
若当前运行阶段非停车阶段，则计算下一时刻牵引力/制动力，并根据下一时刻牵引力/制动力进行间隔控制。
可选地，确定灵活编组的当前运行阶段之后，还包括：
若当前运行阶段为停车阶段，则
当与第二列车之间的距离不小于停车间隔时，基于单车运行曲线减速停车，并计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
当与第二列车之间的距离小于停车间隔时，在确定满足制动条件后，根据当前速度计算制动距离。每当获取到地面位置信息，则基于制动距离以及获取到的地面位置信息计算当前制动率，根据当前制动力进行减速制动，并计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
可选地，计算下一时刻牵引力/制动力，包括：
获取第二列车的牵引力/制动力信息。
根据牵引力/制动力信息，计算下一时刻牵引力/制动力。
可选地，根据牵引力/制动力信息，计算下一时刻牵引力/制动力，包括：
根据预先得到的速度-间隔距离曲线、与第二列车之间的距离以及当前速度，计算速度偏差。
确定间隔控制最小距离。
在满足间隔控制最小距离的前提下，根据速度偏差、列车限速、限加速度、限加加速度值以及牵引力/制动力信息，计算下一时刻牵引力/制动力。
可选地，通过如下公式计算间隔控制最小距离：
S min＝T sum*V back+ΔS+d。
其中，
S min为隔控制最小距离。
T sum为延时时间，T sum＝t c+t p+t b，t c为通信中断时间，t p为算法执行时间，t b为制动命令发出到制动施加时间。
V back为第二列车运行速度。
ΔS为第一列车与第二列车紧急制动距离差。
d为安全余量。
可选地，d为2米。
可选地，根据下一时刻牵引力/制动力进行间隔控制，包括：
通过灵活编组控制单元将下一时刻牵引力/制动力发送给第二列车的灵活编组控制单元。以使第二列车通过灵活编组控制单元将下一时刻牵引力/制动力转发给第二列车的中央控制单元，通过第二列车的中央控制单元施加下一时刻牵引力/制动力，以便控制第二列车的速度。
可选地，第一列车位于第二列车后。
对灵活编组进行间隔控制，包括：
向第二列车发送牵引力/制动力信息，以使第二列车根据牵引力/制动力信息，计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
可选地，向第二列车发送牵引力/制动力信息之后，还包括：
通过灵活编组控制单元接收第二列车发送的下一时刻牵引力/制动力。
通过灵活编组控制单元将下一时刻牵引力/制动力转发给第二列车的中央控制单元。
通过中央控制单元施加下一时刻牵引力/制动力，以便控制第一列车的速度。
可选地，方法，还包括：
采集列车运行数据。
根据列车运行数据进行故障诊断。
根据故障诊断结果确定检测预警条件是否被触发。
若预警条件被触发，则进行相应预警。
可选地，采集列车运行数据，包括：
通过网络通信故障预警及诊断分析专家系统的多功能车辆总线MVB接口采集MVB数据。
通过网络通信故障预警及诊断分析专家系统的列车通信网络TCN接口采集TCN数据。
通过网络通信故障预警及诊断分析专家系统的以太坊ETH接口采集ETH数据。
根据列车运行数据进行故障诊断，包括：
通过网络通信故障预警及诊断分析专家系统对MVB数据、WTB数据和ETH数据进行实时监控和分析，捕获网络异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若通过网络通信故障预警及诊断分析专家系统捕获到网络异常，则确定检测预警条件被触发。
可选地，采集列车运行数据，包括：
通过走行部在线监测与故障预警装置采集温度数据和冲击数据。
根据列车运行数据进行故障诊断，包括：
通过走行部在线监测与故障预警装置对温度数据和冲击数据进行实时监控和分析，检测钢轨典型损伤，并捕获如下一种或多种异常：轴承异常、齿轮传动系统异常、轮对异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若通过走行部在线监测与故障预警装置捕获到任一种异常，或者，检测到钢轨典型损伤，则确定检测预警条件被触发。
可选地，采集列车运行数据，包括：
通过塞拉门故障预警及安全防护系统采集塞拉门行驶多个交路发送的报警信息。
通过塞拉门故障预警及安全防护系统采集停靠轨迹。
根据列车运行数据进行故障诊断，包括：
通过塞拉门故障预警及安全防护系统对获取的报警信息进行筛选，根据筛选后的每个交路的报警信息以及停靠轨迹统计塞拉门的检修信息，根据检修信息的等级分类进行故障诊断。
可选地，采集列车运行数据，包括：
通过中央控制单元采集车载设备的故障信息以及状态信息。
根据列车运行数据进行故障诊断，包括：
通过中央控制单元对车载设备的故障信息以及状态信息进行实时监控和分析，捕获设备异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若通过中央控制单元捕获到设备异常，则确定检测预警条件被触发。
可选地，采集列车运行数据，包括：
采集每个通信周期的报文。
根据列车运行数据进行故障诊断，包括：
根据每个通信周期的报文，确定连续丢包的报文数量，根据连续丢包的报文数量捕获通信异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若连续丢包的报文数量达到m，则确定检测预警条件被触发。
其中，m为预设的正整数。
可选地，丢包为无法接收到报文和/或收到的报文中拓扑帧与本地拓扑帧不一致。
可选地，采集列车运行数据，包括：
采集运行模式和列车速度。
根据列车运行数据进行故障诊断，包括：
根据运行模式确定是否出现降级模式运行。
若出现降级模式运行后，列车速度发生波动，则确定捕获到降级模式异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若捕获到降级模式异常，则确定检测预警条件被触发。
可选地，实时监测与第二列车之间的距离，包括：
通过灵活编组控制单元实时监测与第二列车之间的距离。
当监测到与第二列车之间的距离小于最小距离后，将通过灵活编组控制单元实时监测转为通过间隔控制单元实时监测与第二列车之间的距离。
可选地，最小距离为200米。
可选地，根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组，包括：
解析列车信息列表，得到列车数量。
若列车数量大于1，且与第二列车之间的距离满足临界通信距离，则与第二列车进行通信。
基于通信，接收第二列车发送的第二拓扑帧。
根据第二拓扑帧建立灵活编组。
可选地，获取数据交互中心发送的列车信息列表之前，还包括：
实时向地面控制中心发送运行信息，以使地面控制中心将运行信息发送至数据交互中心，由数据交互中心根据运行信息确定列车信息列表，并发送给列车。
可选地，临界通信距离为最大常用制动距离与预设值的积。
可选地，预设值为1.5。
可选地，根据第二拓扑帧建立灵活编组，包括：
若根据第二拓扑帧确定不满足编组条件，则当第一列车位于第二列车前时，确定自动驾驶。当第一列车位于第二列车后时，根据第二列车的运行信息确定灵活编组的运行曲线。若根据第二拓扑帧确定满足编组条件，则当第一列车位于第二列车后时，根据第二列车的运行数据确定灵活编组的运行曲线。
根据运行曲线建立灵活编组。
可选地，拓扑帧中包括初运行标志，初运行标志用于描述所属列车是否禁止编组。
根据第二拓扑帧确定不满足编组条件，包括：
若第二拓扑帧的初运行标志为禁止，则确定不满足编组条件。或者，
若第一列车的第一拓扑帧的初运行标志为禁止，则确定不满足编组条件。或者，
若第一拓扑帧的初运行标志不为禁止，且第二拓扑帧的初运行标志不为禁止，但第一列车与第二列车符合禁止编组情况，则确定不满足编组条件。
可选地，第一列车与第二列车符合禁止编组情况为：
第一列车和第二列车中的前车弯道减速。或者，
第一列车和第二列车中的前车进入限速路段。或者，
第一列车和第二列车不能同时运行编组规定的时间。
可选地，编组规定的时间为10分钟。
可选地，运行数据包括如下的一种或多种：位置，速度，加速度。
可选地，根据第二列车的运行数据确定灵活编组的运行曲线之后，还包括：
确定通信稳定。
可选地，确定通信稳定，包括：
连续接收到n个通信周期的报文不丢包，其中，n为预设的正整数。
可选地，接收第二列车发送的第二拓扑帧的同时，还接收第二列车发送的第二信息帧。
连续接收到n个通信周期的报文不丢包，包括：
连续接收到n个通信周期的第二拓扑帧报文不丢包。或者，
连续接收到n个通信周期的第二信息帧报文不丢包。
可选地，根据列车信息列表与第二列车进行通信之后，还包括：
向第二列车发送第一拓扑帧和第一信息帧。
可选地，拓扑帧中包括IP地址列表。
方法，还包括：
接收第三列车发送的第三拓扑帧，第三列车为第一列车的邻车。
若第三拓扑帧中不包括第一列车的第一IP地址，则根据第三列车与第一列车的位置关系更新第一列车的第一IP地址列表。
根据更新的第一IP地址列表形成新的第一拓扑帧。
可选地，根据第三列车与第一列车的位置关系更新第一列车的第一IP地址列表，包括：
若第三列车位于第一列车前，则
获取第二拓扑帧中的第二IP地址列表。
将第二IP地址列表放入第一IP地址列表中第一IP地址之后，形成更新的第一IP地址列表。
可选地，根据第三列车与第一列车的位置关系更新第一列车的第一IP地址列表，包括：
若第三列车位于第一列车后，则
获取第二拓扑帧中的第二IP地址列表。
将第二IP地址列表放入第一IP地址列表中第一IP地址之前，形成更新的第一IP地址列表。
可选地，根据第二拓扑帧建立灵活编组之后，还包括：
若第一列车位于第二列车前，则
向第二列车发送控制权获取请求，控制权获取请求用于指示第二列车反馈控制权转移响应。
接收到第二列车反馈的控制权转移响应后，向第二列车发送控制指令，控制指令用于指示第二列车停止自动驾驶。
可选地，根据第二拓扑帧建立灵活编组之后，还包括：
若第一列车位于第二列车后，则
接收第二列车发送控制权获取请求。
向第二列车反馈控制权转移响应。
接收第二列车发送的控制指令。
根据控制指令停止自动驾驶。
可选地，方法，还包括：
在确定解编条件被满足后，确定目标列车。
与目标列车进行解编。
解编条件为：已完成虚拟编组的各列车运行线路不唯一，或者，与邻车通信中断，或者，接收到解编指令。
可选地，满足的第一解编条件为已完成虚拟编组的各列车运行线路不唯一时，确定目标列车，包括：
将运行路线不同的列车确定为目标列车。
可选地，与目标列车进行解编，包括：
监控与目标列车之间的距离。
当与目标列车之间的距离达到达到临界通信距离时，与目标列车进行解编。
可选地，监控与目标列车之间的距离，包括：
根据当前运行速度，监控目标车辆与目标车辆前的邻车之间的距离。
可选地，根据当前运行速度，监控目标车辆与目标车辆前的邻车之间的距离之前，还包括：
调整当前运行速度。
可选地，与目标列车进行解编，包括：
向目标车辆发送解编命令。解编命令用于指示目标车辆反馈响应帧。
接收到目标车辆反馈的响应帧后，设置拓扑帧中的初运行标志为禁止。
向目标车辆发送设置后的拓扑帧。设置后的拓扑帧用于指示目标车辆启动自动驾驶模式，完成解编。
可选地，满足的第一解编条件为接收到解编指令时，确定目标列车，包括：
将前一邻车确定为目标列车。
可选地，与目标列车进行解编，包括：
向解编指令发送端反馈响应帧。响应帧用于指示解编指令发送端设置拓扑帧中的初运行标志为禁止，并发送设置后的拓扑帧。
当接收到的拓扑帧中的初运行标志为禁止时，启动自动驾驶模式，完成解编。
可选地，连续接收到m个通信周期的报文均出现丢包，则确定解编条件被满足。
其中，报文由同一邻车发送。m为预设的正整数。
可选地，丢包为无法接收到报文和/或收到的报文中拓扑帧与本地拓扑帧不一致。
可选地，确定目标列车，包括：
将发送报文的邻车确定为目标列车。
可选地，与目标列车进行解编，包括：
触发紧急制动。
设置拓扑帧。
启动自动驾驶模式。
可选地，设置拓扑帧，包括：
若当前无法接收到报文，则初始化拓扑帧。
若当前接收到的报文中拓扑帧与本地拓扑帧不一致，则设置拓扑帧的初运行完成标志为未完成状态。
本实施例提供的电子设备，获取数据交互中心发送的列车信息列表；实时监测与第二列车之间的距离；根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组；对灵活编组进行间隔控制，实现了对灵活编组的控制。
基于上述灵活编组运行控制方法的同一发明构思，本实施例提供一种计算机可读存储介质，其上存储有计算机程序。计算机程序被处理器执行以实现如图1所示的灵活编组运行控制方法。
具体的，
获取数据交互中心发送的列车信息列表。
实时监测与第二列车之间的距离。
根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组。
对灵活编组进行间隔控制。
可选地，第一列车位于第二列车前。
对灵活编组进行间隔控制，包括：
确定灵活编组的当前运行阶段。
若当前运行阶段非停车阶段，则计算下一时刻牵引力/制动力，并根据下一时刻牵引力/制动力进行间隔控制。
可选地，确定灵活编组的当前运行阶段之后，还包括：
若当前运行阶段为停车阶段，则
当与第二列车之间的距离不小于停车间隔时，基于单车运行曲线减速停车，并计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
当与第二列车之间的距离小于停车间隔时，在确定满足制动条件后，根据当前速度计算制动距离。每当获取到地面位置信息，则基于制动距离以及获取到的地面位置信息计算当前制动率，根据当前制动力进行减速制动，并计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
可选地，计算下一时刻牵引力/制动力，包括：
获取第二列车的牵引力/制动力信息。
根据牵引力/制动力信息，计算下一时刻牵引力/制动力。
可选地，根据牵引力/制动力信息，计算下一时刻牵引力/制动力，包括：
根据预先得到的速度-间隔距离曲线、与第二列车之间的距离以及当前速度，计算速度偏差。
确定间隔控制最小距离。
在满足间隔控制最小距离的前提下，根据速度偏差、列车限速、限加速度、限加加速度值以及牵引力/制动力信息，计算下一时刻牵引力/制动力。
可选地，通过如下公式计算间隔控制最小距离：
S min＝T sum*V back+ΔS+d。
其中，
S min为隔控制最小距离。
T sum为延时时间，T sum＝t c+t p+t b，t c为通信中断时间，t p为算法执行时间，t b为制动命令发出到制动施加时间。
V back为第二列车运行速度。
ΔS为第一列车与第二列车紧急制动距离差。
d为安全余量。
可选地，d为2米。
可选地，根据下一时刻牵引力/制动力进行间隔控制，包括：
通过灵活编组控制单元将下一时刻牵引力/制动力发送给第二列车的灵活编组控制单元。以使第二列车通过灵活编组控制单元将下一时刻牵引力/制动力转发给第二列车的中央控制单元，通过第二列车的中央控制单元施加下一时刻牵引力/制动力，以便控制第二列车的速度。
可选地，第一列车位于第二列车后。
对灵活编组进行间隔控制，包括：
向第二列车发送牵引力/制动力信息，以使第二列车根据牵引力/制动力信息，计算下一时刻牵引力/制动力，根据下一时刻牵引力/制动力进行间隔控制。
可选地，向第二列车发送牵引力/制动力信息之后，还包括：
通过灵活编组控制单元接收第二列车发送的下一时刻牵引力/制动力。
通过灵活编组控制单元将下一时刻牵引力/制动力转发给第二列车的中央控制单元。
通过中央控制单元施加下一时刻牵引力/制动力，以便控制第一列车的速度。
可选地，方法，还包括：
采集列车运行数据。
根据列车运行数据进行故障诊断。
根据故障诊断结果确定检测预警条件是否被触发。
若预警条件被触发，则进行相应预警。
可选地，采集列车运行数据，包括：
通过网络通信故障预警及诊断分析专家系统的多功能车辆总线MVB接口采集MVB数据。
通过网络通信故障预警及诊断分析专家系统的列车通信网络TCN接口采集TCN数据。
通过网络通信故障预警及诊断分析专家系统的以太坊ETH接口采集ETH数据。
根据列车运行数据进行故障诊断，包括：
通过网络通信故障预警及诊断分析专家系统对MVB数据、WTB数据和ETH数据进行实时监控和分析，捕获网络异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若通过网络通信故障预警及诊断分析专家系统捕获到网络异常，则确定检测预警条件被触发。
可选地，采集列车运行数据，包括：
通过走行部在线监测与故障预警装置采集温度数据和冲击数据。
根据列车运行数据进行故障诊断，包括：
通过走行部在线监测与故障预警装置对温度数据和冲击数据进行实时监控和分析，检测钢轨典型损伤，并捕获如下一种或多种异常：轴承异常、齿轮传动系统异常、轮对异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若通过走行部在线监测与故障预警装置捕获到任一种异常，或者，检测到钢轨典型损伤，则确定检测预警条件被触发。
可选地，采集列车运行数据，包括：
通过塞拉门故障预警及安全防护系统采集塞拉门行驶多个交路发送的报警信息。
通过塞拉门故障预警及安全防护系统采集停靠轨迹。
根据列车运行数据进行故障诊断，包括：
通过塞拉门故障预警及安全防护系统对获取的报警信息进行筛选，根据筛选后的每个交路的报警信息以及停靠轨迹统计塞拉门的检修信息，根据检修信息的等级分类进行故障诊断。
可选地，采集列车运行数据，包括：
通过中央控制单元采集车载设备的故障信息以及状态信息。
根据列车运行数据进行故障诊断，包括：
通过中央控制单元对车载设备的故障信息以及状态信息进行实时监控和分析，捕获设备异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若通过中央控制单元捕获到设备异常，则确定检测预警条件被触发。
可选地，采集列车运行数据，包括：
采集每个通信周期的报文。
根据列车运行数据进行故障诊断，包括：
根据每个通信周期的报文，确定连续丢包的报文数量，根据连续丢包的报文数量捕获通信异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若连续丢包的报文数量达到m，则确定检测预警条件被触发。
其中，m为预设的正整数。
可选地，丢包为无法接收到报文和/或收到的报文中拓扑帧与本地拓扑帧不一致。
可选地，采集列车运行数据，包括：
采集运行模式和列车速度。
根据列车运行数据进行故障诊断，包括：
根据运行模式确定是否出现降级模式运行。
若出现降级模式运行后，列车速度发生波动，则确定捕获到降级模式异常。
根据故障诊断结果确定检测预警条件是否被触发，包括：
若捕获到降级模式异常，则确定检测预警条件被触发。
可选地，实时监测与第二列车之间的距离，包括：
通过灵活编组控制单元实时监测与第二列车之间的距离。
当监测到与第二列车之间的距离小于最小距离后，将通过灵活编组控制单元实时监测转为通过间隔控制单元实 时监测与第二列车之间的距离。
可选地，最小距离为200米。
可选地，根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组，包括：
解析列车信息列表，得到列车数量。
若列车数量大于1，且与第二列车之间的距离满足临界通信距离，则与第二列车进行通信。
基于通信，接收第二列车发送的第二拓扑帧。
根据第二拓扑帧建立灵活编组。
可选地，获取数据交互中心发送的列车信息列表之前，还包括：
实时向地面控制中心发送运行信息，以使地面控制中心将运行信息发送至数据交互中心，由数据交互中心根据运行信息确定列车信息列表，并发送给列车。
可选地，临界通信距离为最大常用制动距离与预设值的积。
可选地，预设值为1.5。
可选地，根据第二拓扑帧建立灵活编组，包括：
若根据第二拓扑帧确定不满足编组条件，则当第一列车位于第二列车前时，确定自动驾驶。当第一列车位于第二列车后时，根据第二列车的运行信息确定灵活编组的运行曲线。若根据第二拓扑帧确定满足编组条件，则当第一列车位于第二列车后时，根据第二列车的运行数据确定灵活编组的运行曲线。
根据运行曲线建立灵活编组。
可选地，拓扑帧中包括初运行标志，初运行标志用于描述所属列车是否禁止编组。
根据第二拓扑帧确定不满足编组条件，包括：
若第二拓扑帧的初运行标志为禁止，则确定不满足编组条件。或者，
若第一列车的第一拓扑帧的初运行标志为禁止，则确定不满足编组条件。或者，
若第一拓扑帧的初运行标志不为禁止，且第二拓扑帧的初运行标志不为禁止，但第一列车与第二列车符合禁止编组情况，则确定不满足编组条件。
可选地，第一列车与第二列车符合禁止编组情况为：
第一列车和第二列车中的前车弯道减速。或者，
第一列车和第二列车中的前车进入限速路段。或者，
第一列车和第二列车不能同时运行编组规定的时间。
可选地，编组规定的时间为10分钟。
可选地，运行数据包括如下的一种或多种：位置，速度，加速度。
可选地，根据第二列车的运行数据确定灵活编组的运行曲线之后，还包括：
确定通信稳定。
可选地，确定通信稳定，包括：
连续接收到n个通信周期的报文不丢包，其中，n为预设的正整数。
可选地，接收第二列车发送的第二拓扑帧的同时，还接收第二列车发送的第二信息帧。
连续接收到n个通信周期的报文不丢包，包括：
连续接收到n个通信周期的第二拓扑帧报文不丢包。或者，
连续接收到n个通信周期的第二信息帧报文不丢包。
可选地，根据列车信息列表与第二列车进行通信之后，还包括：
向第二列车发送第一拓扑帧和第一信息帧。
可选地，拓扑帧中包括IP地址列表。
方法，还包括：
接收第三列车发送的第三拓扑帧，第三列车为第一列车的邻车。
若第三拓扑帧中不包括第一列车的第一IP地址，则根据第三列车与第一列车的位置关系更新第一列车的第一IP地址列表。
根据更新的第一IP地址列表形成新的第一拓扑帧。
可选地，根据第三列车与第一列车的位置关系更新第一列车的第一IP地址列表，包括：
若第三列车位于第一列车前，则
获取第二拓扑帧中的第二IP地址列表。
将第二IP地址列表放入第一IP地址列表中第一IP地址之后，形成更新的第一IP地址列表。
可选地，根据第三列车与第一列车的位置关系更新第一列车的第一IP地址列表，包括：
若第三列车位于第一列车后，则
获取第二拓扑帧中的第二IP地址列表。
将第二IP地址列表放入第一IP地址列表中第一IP地址之前，形成更新的第一IP地址列表。
可选地，根据第二拓扑帧建立灵活编组之后，还包括：
若第一列车位于第二列车前，则
向第二列车发送控制权获取请求，控制权获取请求用于指示第二列车反馈控制权转移响应。
接收到第二列车反馈的控制权转移响应后，向第二列车发送控制指令，控制指令用于指示第二列车停止自动驾驶。
可选地，根据第二拓扑帧建立灵活编组之后，还包括：
若第一列车位于第二列车后，则
接收第二列车发送控制权获取请求。
向第二列车反馈控制权转移响应。
接收第二列车发送的控制指令。
根据控制指令停止自动驾驶。
可选地，方法，还包括：
在确定解编条件被满足后，确定目标列车。
与目标列车进行解编。
解编条件为：已完成虚拟编组的各列车运行线路不唯一，或者，与邻车通信中断，或者，接收到解编指令。
可选地，满足的第一解编条件为已完成虚拟编组的各列车运行线路不唯一时，确定目标列车，包括：
将运行路线不同的列车确定为目标列车。
可选地，与目标列车进行解编，包括：
监控与目标列车之间的距离。
当与目标列车之间的距离达到达到临界通信距离时，与目标列车进行解编。
可选地，监控与目标列车之间的距离，包括：
根据当前运行速度，监控目标车辆与目标车辆前的邻车之间的距离。
可选地，根据当前运行速度，监控目标车辆与目标车辆前的邻车之间的距离之前，还包括：
调整当前运行速度。
可选地，与目标列车进行解编，包括：
向目标车辆发送解编命令。解编命令用于指示目标车辆反馈响应帧。
接收到目标车辆反馈的响应帧后，设置拓扑帧中的初运行标志为禁止。
向目标车辆发送设置后的拓扑帧。设置后的拓扑帧用于指示目标车辆启动自动驾驶模式，完成解编。
可选地，满足的第一解编条件为接收到解编指令时，确定目标列车，包括：
将前一邻车确定为目标列车。
可选地，与目标列车进行解编，包括：
向解编指令发送端反馈响应帧。响应帧用于指示解编指令发送端设置拓扑帧中的初运行标志为禁止，并发送设置后的拓扑帧。
当接收到的拓扑帧中的初运行标志为禁止时，启动自动驾驶模式，完成解编。
可选地，连续接收到m个通信周期的报文均出现丢包，则确定解编条件被满足。
其中，报文由同一邻车发送。m为预设的正整数。
可选地，丢包为无法接收到报文和/或收到的报文中拓扑帧与本地拓扑帧不一致。
可选地，确定目标列车，包括：
将发送报文的邻车确定为目标列车。
可选地，与目标列车进行解编，包括：
触发紧急制动。
设置拓扑帧。
启动自动驾驶模式。
可选地，设置拓扑帧，包括：
若当前无法接收到报文，则初始化拓扑帧。
若当前接收到的报文中拓扑帧与本地拓扑帧不一致，则设置拓扑帧的初运行完成标志为未完成状态。
本实施例提供的计算机可读存储介质，获取数据交互中心发送的列车信息列表；实时监测与第二列车之间的距离；根据列车信息列表和与第二列车之间的距离，与第二列车建立灵活编组；对灵活编组进行间隔控制，实现了对灵活编组的控制。
本领域内的技术人员应明白，本申请的实施例可提供为方法、系统、或计算机程序产品。因此，本申请可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本申请可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。本申请实施例中的方案可以采用各种计算机语言实现，例如，面向对象的程序设计语言Java和直译式脚本语言JavaScript等。
本申请是参照根据本申请实施例的方法、设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流 程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
尽管已描述了本申请的优选实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括优选实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (53)

  1. 一种灵活编组运行控制方法，其特征在于，所述方法应用于第一列车；
    所述方法，包括：
    获取数据交互中心发送的列车信息列表；
    实时监测与第二列车之间的距离；
    根据所述列车信息列表和与第二列车之间的距离，与所述第二列车建立灵活编组；
    对所述灵活编组进行间隔控制。
  2. 根据权利要求1所述的方法，其特征在于，所述第一列车位于第二列车前；
    所述对所述灵活编组进行间隔控制，包括：
    确定所述灵活编组的当前运行阶段；
    若所述当前运行阶段非停车阶段，则计算下一时刻牵引力/制动力，并根据所述下一时刻牵引力/制动力进行间隔控制。
  3. 根据权利要求2所述的方法，其特征在于，所述确定所述灵活编组的当前运行阶段之后，还包括：
    若所述当前运行阶段为停车阶段，则
    当与所述第二列车之间的距离不小于停车间隔时，基于单车运行曲线减速停车，并计算下一时刻牵引力/制动力，根据所述下一时刻牵引力/制动力进行间隔控制；
    当与所述第二列车之间的距离小于停车间隔时，在确定满足制动条件后，根据当前速度计算制动距离；每当获取到地面位置信息，则基于所述制动距离以及获取到的地面位置信息计算当前制动率，根据当前制动力进行减速制动，并计算下一时刻牵引力/制动力，根据所述下一时刻牵引力/制动力进行间隔控制。
  4. 根据权利要求2或3所述的方法，其特征在于，所述计算下一时刻牵引力/制动力，包括：
    获取所述第二列车的牵引力/制动力信息；
    根据所述牵引力/制动力信息，计算下一时刻牵引力/制动力。
  5. 根据权利要求4所述的方法，其特征在于，所述根据所述牵引力/制动力信息，计算下一时刻牵引力/制动力，包括：
    根据预先得到的速度-间隔距离曲线、所述与第二列车之间的距离以及当前速度，计算速度偏差；
    确定间隔控制最小距离；
    在满足所述间隔控制最小距离的前提下，根据所述速度偏差、列车限速、限加速度、限加加速度值以及所述牵引力/制动力信息，计算下一时刻牵引力/制动力。
  6. 根据权利要求5所述的方法，其特征在于，通过如下公式计算间隔控制最小距离：
    S min＝T sum*V back+ΔS+d；
    其中，
    S min为隔控制最小距离；
    T sum为延时时间，T sum＝t c+t p+t b，t c为通信中断时间，t p为算法执行时间，t b为制动命令发出到制动施加时间；
    V back为所述第二列车运行速度；
    ΔS为所述第一列车与所述第二列车紧急制动距离差；
    d为安全余量。
  7. 根据权利要求6所述的方法，其特征在于，d为2米。
  8. 根据权利要求2或3所述的方法，其特征在于，所述根据所述下一时刻牵引力/制动力进行间隔控制，包括：
    通过灵活编组控制单元将所述下一时刻牵引力/制动力发送给所述第二列车的灵活编组控制单元；以使所述第二列车通过灵活编组控制单元将所述下一时刻牵引力/制动力转发给所述第二列车的中央控制单元，通过所述第二列车的中央控制单元施加所述下一时刻牵引力/制动力，以便控制所述第二列车的速度。
  9. 根据权利要求1所述的方法，其特征在于，所述第一列车位于第二列车后；
    所述对所述灵活编组进行间隔控制，包括：
    向所述第二列车发送牵引力/制动力信息，以使所述第二列车根据所述牵引力/制动力信息，计算下一时刻牵引力/制动力，根据所述下一时刻牵引力/制动力进行间隔控制。
  10. 根据权利要求9所述的方法，其特征在于，所述向所述第二列车发送牵引力/制动力信息之后，还包括：
    通过灵活编组控制单元接收所述第二列车发送的所述下一时刻牵引力/制动力；
    通过灵活编组控制单元将所述下一时刻牵引力/制动力转发给所述第二列车的中央控制单元；
    通过中央控制单元施加所述下一时刻牵引力/制动力，以便控制所述第一列车的速度。
  11. 根据权利要求1所述的方法，其特征在于，所述方法，还包括：
    采集列车运行数据；
    根据列车运行数据进行故障诊断；
    根据故障诊断结果确定检测预警条件是否被触发；
    若预警条件被触发，则进行相应预警。
  12. 根据权利要求11所述的方法，其特征在于，所述采集列车运行数据，包括：
    通过网络通信故障预警及诊断分析专家系统的多功能车辆总线MVB接口采集MVB数据；
    通过网络通信故障预警及诊断分析专家系统的列车通信网络TCN接口采集TCN数据；
    通过网络通信故障预警及诊断分析专家系统的以太坊ETH接口采集ETH数据；
    所述根据列车运行数据进行故障诊断，包括：
    通过网络通信故障预警及诊断分析专家系统对所述MVB数据、所述WTB数据和所述ETH数据进行实时监控和分析，捕获网络异常；
    所述根据故障诊断结果确定检测预警条件是否被触发，包括：
    若通过网络通信故障预警及诊断分析专家系统捕获到网络异常，则确定检测预警条件被触发。
  13. 根据权利要求11所述的方法，其特征在于，所述采集列车运行数据，包括：
    通过走行部在线监测与故障预警装置采集温度数据和冲击数据；
    所述根据列车运行数据进行故障诊断，包括：
    通过走行部在线监测与故障预警装置对所述温度数据和所述冲击数据进行实时监控和分析，检测钢轨典型损伤，并捕获如下一种或多种异常：轴承异常、齿轮传动系统异常、轮对异常；
    所述根据故障诊断结果确定检测预警条件是否被触发，包括：
    若通过走行部在线监测与故障预警装置捕获到任一种异常，或者，检测到钢轨典型损伤，则确定检测预警条件被触发。
  14. 根据权利要求11所述的方法，其特征在于，所述采集列车运行数据，包括：
    通过塞拉门故障预警及安全防护系统采集塞拉门行驶多个交路发送的报警信息；
    通过塞拉门故障预警及安全防护系统采集停靠轨迹；
    所述根据列车运行数据进行故障诊断，包括：
    通过塞拉门故障预警及安全防护系统对获取的报警信息进行筛选，根据筛选后的每个交路的报警信息以及所述停靠轨迹统计塞拉门的检修信息，根据检修信息的等级分类进行故障诊断。
  15. 根据权利要求11所述的方法，其特征在于，所述采集列车运行数据，包括：
    通过中央控制单元采集车载设备的故障信息以及状态信息；
    所述根据列车运行数据进行故障诊断，包括：
    通过中央控制单元对车载设备的故障信息以及状态信息进行实时监控和分析，捕获设备异常；
    所述根据故障诊断结果确定检测预警条件是否被触发，包括：
    若通过中央控制单元捕获到设备异常，则确定检测预警条件被触发。
  16. 根据权利要求11所述的方法，其特征在于，所述采集列车运行数据，包括：
    采集每个通信周期的报文；
    所述根据列车运行数据进行故障诊断，包括：
    根据每个通信周期的报文，确定连续丢包的报文数量，根据连续丢包的报文数量捕获通信异常；
    所述根据故障诊断结果确定检测预警条件是否被触发，包括：
    若连续丢包的报文数量达到m，则确定检测预警条件被触发；
    其中，m为预设的正整数。
  17. 根据权利要求16所述的方法，其特征在于，所述丢包为无法接收到报文和/或收到的报文中拓扑帧与本地拓扑帧不一致。
  18. 根据权利要求11所述的方法，其特征在于，所述采集列车运行数据，包括：
    采集运行模式和列车速度；
    所述根据列车运行数据进行故障诊断，包括：
    根据运行模式确定是否出现降级模式运行；
    若出现降级模式运行后，所述列车速度发生波动，则确定捕获到降级模式异常；
    所述根据故障诊断结果确定检测预警条件是否被触发，包括：
    若捕获到降级模式异常，则确定检测预警条件被触发。
  19. 根据权利要求1所述的方法，其特征在于，所述实时监测与第二列车之间的距离，包括：
    通过灵活编组控制单元实时监测与第二列车之间的距离；
    当监测到与第二列车之间的距离小于最小距离后，将通过灵活编组控制单元实时监测转为通过间隔控制单元实时监测与第二列车之间的距离。
  20. 根据权利要求19所述的方法，其特征在于，所述最小距离为200米。
  21. 根据权利要求1所述的方法，其特征在于，所述根据所述列车信息列表和与第二列车之间的距离，与所述第二列车建立灵活编组，包括：
    解析所述列车信息列表，得到列车数量；
    若所述列车数量大于1，且与第二列车之间的距离满足临界通信距离，则与所述第二列车进行通信；
    基于所述通信，接收所述第二列车发送的第二拓扑帧；
    根据所述第二拓扑帧建立灵活编组。
  22. 根据权利要求1所述的方法，其特征在于，所述获取数据交互中心发送的列车信息列表之前，还包括：
    实时向地面控制中心发送运行信息，以使所述地面控制中心将所述运行信息发送至数据交互中心，由所述数据交互中心根据所述运行信息确定列车信息列表，并发送给列车。
  23. 根据权利要求21所述的方法，其特征在于，所述临界通信距离为最大常用制动距离与预设值的积。
  24. 根据权利要求23所述的方法，其特征在于，所述预设值为1.5。
  25. 根据权利要求21所述的方法，其特征在于，所述根据所述第二拓扑帧建立灵活编组，包括：
    若根据所述第二拓扑帧确定不满足编组条件，则当所述第一列车位于所述第二列车前时，确定自动驾驶；当所述第一列车位于所述第二列车后时，根据所述第二列车的运行信息确定灵活编组的运行曲线；若根据所述第二拓扑帧确定满足编组条件，则当所述第一列车位于所述第二列车后时，根据所述第二列车的运行数据确定灵活编组的运行曲线；
    根据所述运行曲线建立灵活编组。
  26. 根据权利要求25所述的方法，其特征在于，所述拓扑帧中包括初运行标志，所述初运行标志用于描述所属列车是否禁止编组；
    所述根据所述第二拓扑帧确定不满足编组条件，包括：
    若所述第二拓扑帧的初运行标志为禁止，则确定不满足编组条件；或者，
    若所述第一列车的第一拓扑帧的初运行标志为禁止，则确定不满足编组条件；或者，
    若所述第一拓扑帧的初运行标志不为禁止，且所述第二拓扑帧的初运行标志不为禁止，但第一列车与第二列车符合禁止编组情况，则确定不满足编组条件。
  27. 根据权利要求26所述的方法，其特征在于，所述第一列车与第二列车符合禁止编组情况为：
    所述第一列车和所述第二列车中的前车弯道减速；或者，
    所述第一列车和所述第二列车中的前车进入限速路段；或者，
    所述第一列车和所述第二列车不能同时运行编组规定的时间。
  28. 根据权利要求27所述的方法，其特征在于，所述编组规定的时间为10分钟。
  29. 根据权利要求25所述的方法，其特征在于，所述运行数据包括如下的一种或多种：位置，速度，加速度。
  30. 根据权利要求29所述的方法，其特征在于，所述根据所述第二列车的运行数据确定灵活编组的运行曲线之后，还包括：
    确定通信稳定。
  31. 根据权利要求30所述的方法，其特征在于，所述确定通信稳定，包括：
    连续接收到n个通信周期的报文不丢包，其中，n为预设的正整数。
  32. 根据权利要求31所述的方法，其特征在于，所述接收所述第二列车发送的第二拓扑帧的同时，还接收所述第二列车发送的第二信息帧；
    所述连续接收到n个通信周期的报文不丢包，包括：
    连续接收到n个通信周期的第二拓扑帧报文不丢包；或者，
    连续接收到n个通信周期的第二信息帧报文不丢包。
  33. 根据权利要求21所述的方法，其特征在于，所述根据所述列车信息列表与第二列车进行通信之后，还包括：
    向所述第二列车发送第一拓扑帧和第一信息帧。
  34. 根据权利要求33所述的方法，其特征在于，所述拓扑帧中包括IP地址列表；
    所述方法，还包括：
    接收第三列车发送的第三拓扑帧，所述第三列车为所述第一列车的邻车；
    若所述第三拓扑帧中不包括所述第一列车的第一IP地址，则根据所述第三列车与所述第一列车的位置关系更新所述第一列车的第一IP地址列表；
    根据更新的第一IP地址列表形成新的第一拓扑帧。
  35. 根据权利要求34所述的方法，其特征在于，所述根据所述第三列车与所述第一列车的位置关系更新所述第一列车的第一IP地址列表，包括：
    若所述第三列车位于所述第一列车前，则
    获取第二拓扑帧中的第二IP地址列表；
    将所述第二IP地址列表放入所述第一IP地址列表中第一IP地址之后，形成更新的第一IP地址列表。
  36. 根据权利要求34所述的方法，其特征在于，所述根据所述第三列车与所述第一列车的位置关系更新所述第一列车的第一IP地址列表，包括：
    若所述第三列车位于所述第一列车后，则
    获取第二拓扑帧中的第二IP地址列表；
    将所述第二IP地址列表放入所述第一IP地址列表中第一IP地址之前，形成更新的第一IP地址列表。
  37. 根据权利要求21所述的方法，其特征在于，所述根据所述第二拓扑帧建立灵活编组之后，还包括：
    若所述第一列车位于所述第二列车前，则
    向所述第二列车发送控制权获取请求，所述控制权获取请求用于指示所述第二列车反馈控制权转移响应；
    接收到所述第二列车反馈的控制权转移响应后，向所述第二列车发送控制指令，所述控制指令用于指示所述第二列车停止自动驾驶。
  38. 根据权利要求21所述的方法，其特征在于，所述根据所述第二拓扑帧建立灵活编组之后，还包括：
    若所述第一列车位于所述第二列车后，则
    接收所述第二列车发送控制权获取请求；
    向所述第二列车反馈控制权转移响应；
    接收所述第二列车发送的控制指令；
    根据所述控制指令停止自动驾驶。
  39. 根据权利要求1所述的方法，其特征在于，所述方法，还包括：
    在确定解编条件被满足后，确定目标列车；
    与所述目标列车进行解编；
    所述解编条件为：已完成虚拟编组的各列车运行线路不唯一，或者，与邻车通信中断，或者，接收到解编指令。
  40. 根据权利要求39所述的方法，其特征在于，所述满足的第一解编条件为已完成虚拟编组的各列车运行线路不唯一时，所述确定目标列车，包括：
    将运行路线不同的列车确定为目标列车。
  41. 根据权利要求40所述的方法，其特征在于，所述与所述目标列车进行解编，包括：
    监控与目标列车之间的距离；
    当与目标列车之间的距离达到达到临界通信距离时，与所述目标列车进行解编。
  42. 根据权利要求41所述的方法，其特征在于，所述监控与目标列车之间的距离，包括：
    根据当前运行速度，监控目标车辆与所述目标车辆前的邻车之间的距离。
  43. 根据权利要求42所述的方法，其特征在于，所述根据当前运行速度，监控目标车辆与所述目标车辆前的邻车之间的距离之前，还包括：
    调整当前运行速度。
  44. 根据权利要求40所述的方法，其特征在于，所述与所述目标列车进行解编，包括：
    向所述目标车辆发送解编命令；所述解编命令用于指示所述目标车辆反馈响应帧；
    接收到所述目标车辆反馈的响应帧后，设置拓扑帧中的初运行标志为禁止；
    向所述目标车辆发送设置后的拓扑帧；所述设置后的拓扑帧用于指示所述目标车辆启动自动驾驶模式，完成解编。
  45. 根据权利要求39所述的方法，其特征在于，所述满足的第一解编条件为接收到解编指令时，所述确定目标列车，包括：
    将前一邻车确定为目标列车。
  46. 根据权利要求45所述的方法，其特征在于，所述与所述目标列车进行解编，包括：
    向所述解编指令发送端反馈响应帧；所述响应帧用于指示所述解编指令发送端设置拓扑帧中的初运行标志为禁止，并发送设置后的拓扑帧；
    当接收到的拓扑帧中的初运行标志为禁止时，启动自动驾驶模式，完成解编。
  47. 根据权利要求39所述的方法，其特征在于，连续接收到m个通信周期的报文均出现丢包，则确定解编条件被满足；
    其中，所述报文由同一邻车发送；m为预设的正整数。
  48. 根据权利要求47所述的方法，其特征在于，所述丢包为无法接收到报文和/或收到的报文中拓扑帧与本地拓扑帧不一致。
  49. 根据权利要求48所述的方法，其特征在于，所述确定目标列车，包括：
    将发送所述报文的邻车确定为目标列车。
  50. 根据权利要求49所述的方法，其特征在于，所述与所述目标列车进行解编，包括：
    触发紧急制动；
    设置拓扑帧；
    启动自动驾驶模式。
  51. 根据权利要求50所述的方法，其特征在于，所述设置拓扑帧，包括：
    若当前无法接收到报文，则初始化拓扑帧；
    若当前接收到的报文中拓扑帧与本地拓扑帧不一致，则设置拓扑帧的初运行完成标志为未完成状态。
  52. 一种电子设备，其特征在于，包括：
    存储器；
    处理器；以及
    计算机程序；
    其中，所述计算机程序存储在所述存储器中，并被配置为由所述处理器执行以实现如权利要求1-51任一项所述的步骤。
  53. 一种计算机可读存储介质，其特征在于，其上存储有计算机程序；所述计算机程序被处理器执行以实现如权利要求1-51任一项所述的步骤。
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