Virtual marshaling train control method and system based on dynamic configuration of emergency braking rate

Abstract

The present invention discloses a virtual marshaling train control method and system based on dynamic configuration of emergency braking rate, and relates to the field of rail transit signal safety protection technology. The steps of the method of the present invention are: determining the current operation stage of the virtual marshaling train; any two adjacent trains in the virtual marshaling train are the leading car and the following car, respectively, and the emergency braking rates of the leading car and the following car are dynamically modified according to the situation of the current operation stage. The present invention dynamically configures the emergency braking rate of the train according to the relative position relationship between the unit trains, thereby meeting the needs of small-spacing tracking of virtual marshaling unit trains and avoiding the impact on the minimum spacing distance of independently running trains to the greatest extent.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit signal safety protection, and more particularly to a virtual marshaling train control method and system based on dynamic configuration of emergency braking rate. Background Art

[0002] With the rapid development of rail transit network construction, people's demand for its transportation capacity and operational flexibility is also increasing. In order to meet the above goals, virtual marshaling technology has received widespread attention at home and abroad and has become a current research hotspot.

[0003] Virtual train marshaling technology refers to the technology of forming a marshaled train by two trains with independent traction and braking capabilities through wireless communication and active cooperative control between trains, without relying on the coupling of physical couplers. The minimum interval between virtual marshaling unit trains is determined by the initial speed and braking capacity of the two cars. Since the virtual marshaling operation mode requires the speed of the two cars to remain the same, the minimum interval between unit trains is mainly determined by the braking capacity of the two cars. Since there is a certain randomness in the train braking process, there is a certain error in the emergency braking rate. To ensure safety, the train safety protection control system needs to use the maximum value of the emergency braking rate of the leading car and the minimum value of the emergency braking rate of the following car when calculating the train interval distance (or protection speed). Therefore, when the configuration of the braking systems of the two trains is the same, the emergency braking rate used in the calculation of the following car will be smaller than that of the leading car, which makes the interval between the two cars larger, making it difficult to meet the requirements of the virtual marshaling train spacing close to the physical marshaling train.

[0004] In order to minimize the interval between unit trains under the premise of safety, it is obvious that the greater the emergency braking rate of the following car, the better, and the smaller the emergency braking rate of the leading car, the better. However, unit trains sometimes need to operate independently, and the roles of the leading car and the following car will be swapped when the train turns back. Therefore, if the static train emergency braking rate is difficult to meet the operating needs of the virtual train formation at the same time, it is even more difficult to take into account the needs of independent train operation. Traditionally, the emergency braking rate of train vehicles is determined during vehicle design and verified and confirmed through parameter adjustment during vehicle type testing. It usually does not change during train operation. However, in fact, the expected emergency braking rate of the train is a parameter stored in the vehicle braking system. When necessary, the expected braking rate of the train can be adjusted by modifying this parameter.

[0005] Therefore, for those skilled in the art, how to dynamically modify the emergency braking rate according to the role change of the train in the virtual train formation is a problem to be solved urgently. Summary of the invention

[0006] In view of this, the present invention provides a virtual marshaling train control method and system based on dynamic configuration of emergency braking rate, which dynamically modifies the emergency braking rate according to the role change of the train in the virtual marshaling train, thereby meeting the needs of small-spacing tracking of virtual marshaling unit trains and avoiding the impact on the minimum spacing distance of independently running trains to the greatest extent.

[0007] In order to achieve the above object, the present invention adopts the following technical solution: a virtual marshaling train control method based on dynamic configuration of emergency braking rate, the specific steps include the following:

[0008] Determine the current operation phase of the virtual train set;

[0009] Any two adjacent trains in the virtual train formation are respectively a leading train and a following train, and the emergency braking rates of the leading train and the following train are dynamically modified according to the situation of the current operation stage.

[0010] Optionally, dynamically modifying the emergency braking rates of the leading vehicle and the following vehicle according to the situation of the current operation stage specifically includes:

[0011] If the virtual train is in the formation stage, the leading car and the following car establish car-to-car communication and periodically exchange information, and under the premise of ensuring safety, the braking rate of the leading car is reduced and the braking rate of the following car is increased, that is, the emergency braking rate of the leading car is changed from the default gear to the second gear, and the emergency braking rate of the following car is changed from the default gear to the first gear;

[0012] If the virtual train is in the disassembly stage, the emergency braking rate of the leading car is changed from the second gear to the default gear, and the emergency braking rate of the following car is changed from the first gear to the default gear.

[0013] Optionally, the first gear is the maximum braking rate that the train emergency braking system can provide, and the second gear is the minimum braking rate provided by the train emergency braking system.

[0014] Optionally, the on-board controller determines the relationship between the actual distance between the leading vehicle and the following vehicle and the minimum separation distance required before the braking rate changes and the minimum separation distance required after the change, and controls the timing of modifying the train emergency braking rate configuration value to ensure driving safety.

[0015] Optionally, a safe way to increase the braking rate of the following vehicle is:

[0016] S1, the following vehicle sends a message to the following vehicle that the train emergency braking rate is expected to increase; the following vehicle calculates the EBI speed according to the modified braking rate of the following vehicle and protects the safe operation of the train;

[0017] S2, when the following vehicle determines that emergency braking will not be triggered, the following vehicle sends a parking guarantee message to the following vehicle;

[0018] S3. The following vehicle receives the parking guarantee information, modifies the emergency braking rate configuration state, and calculates the EBI speed according to the modified braking rate.

[0019] Optionally, a safe way to reduce the braking rate of the leading vehicle is:

[0020] S1, the leading vehicle calculates the EBI speed according to the modified braking rate, and if the emergency braking will not be triggered, the leading vehicle controls the vehicle to modify the emergency braking rate configuration state;

[0021] S2. The leading vehicle sends the modified emergency braking rate configuration state to the following vehicle, so that the following vehicle calculates the EBI speed.

[0022] On the other hand, a virtual train control system based on dynamic configuration of emergency braking rate is provided, comprising a vehicle-to-vehicle communication module, a first vehicle-mounted controller, and a second vehicle-mounted controller; wherein,

[0023] The vehicle-to-vehicle communication module is used to determine the current operation stage of the virtual marshaled train;

[0024] The first vehicle-mounted controller is installed on the leading vehicle, and the second vehicle-mounted controller is installed on the following vehicle, and is used to dynamically modify the emergency braking rates of the leading vehicle and the following vehicle according to the situation of the current operation stage.

[0025] It can be seen from the above technical solutions that, compared with the prior art, the present invention discloses a virtual marshaling train control method and system based on dynamic configuration of emergency braking rate, which has the following beneficial technical effects:

[0026] (1) This paper breaks through the limitation of traditional train control system that performs protective control based on the constant emergency braking rate of the train, and designs a method and system for dynamically configuring the emergency braking rate of the train in combination with the running status of the virtual marshaling train;

[0027] (2) It specifies the modification time of the train emergency braking rate configuration value and the safety principles to be followed, and provides the selection method of the emergency braking rate configuration value of the train and the preceding train when calculating the EBI;

[0028] (3) When forming a virtual marshaling, the emergency braking rate of the leading car can be modified to "low gear" and the emergency braking rate of the following car can be modified to "high gear", so as to compensate for the problem that the braking rate of the following car used in calculating the protective speed is smaller than the braking rate of the leading car due to the error of the train emergency braking rate, and shorten the tracking interval of the virtual marshaling train; when exiting the virtual marshaling (converting to independent operation), the emergency braking rates of the two cars are restored to "default gear" according to the specified rules, so that the train interval is consistent with other trains that are not configured with braking rates, avoiding the impact of the modification of the braking rate of the virtual marshaling train on the normal train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0030] Figure 1 is a flow chart of the method of the present invention;

[0031] Figure 2 A schematic diagram of train relationships of the present invention;

[0032] Figure 3 It is a safety timing requirement diagram when the braking rate of the following vehicle of the present invention changes from the "default gear" to the "high gear";

[0033] Figure 4 It is a safety timing requirement diagram when the braking rate of the leading vehicle of the present invention changes from "default gear" to "low gear";

[0034] Figure 5 A schematic diagram of a process flow of determining a configuration value of an emergency braking rate of a vehicle used in calculating an EBI speed according to the present invention;

[0035] Figure 6 A schematic diagram of a flow chart of a preceding vehicle emergency braking rate configuration value used in determining and calculating an EBI speed according to the present invention;

[0036] Figure 7 It is a system structure diagram of the present invention. DETAILED DESCRIPTION

[0037] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0038] The embodiment of the present invention discloses a virtual train control method based on dynamic configuration of emergency braking rate, such as Figure 1 As shown, the specific steps include the following:

[0039] Determine the current operation phase of the virtual train set;

[0040] Any two adjacent trains in the virtual train formation are the leading train and the following train, and the emergency braking rates of the leading train and the following train are dynamically modified according to the situation in the current operation stage.

[0041] Furthermore, dynamically modifying the emergency braking rates of the leading vehicle and the following vehicle according to the current operation stage specifically includes:

[0042] If the virtual train is in the marshaling formation stage, the leading car and the following car establish car-to-car communication and periodically exchange information, and on the premise of ensuring safety, the braking rate of the leading car is reduced and the braking rate of the following car is increased, that is, the emergency braking rate of the leading car is changed from the default gear to the second gear, and the emergency braking rate of the following car is changed from the default gear to the first gear;

[0043] If the virtual train is in the disassembly stage, the emergency braking rate of the leading car is changed from the second gear to the default gear, and the emergency braking rate of the following car is changed from the first gear to the default gear.

[0044] It should be noted that the first gear is the maximum braking rate that the train emergency braking system can provide, that is, the high gear; the second gear is the minimum braking rate provided by the train emergency braking system, that is, the low gear; the default gear is the braking rate of the train emergency braking system under normal circumstances, which is consistent with the braking rate of ordinary trains.

[0045] The virtual marshaling train operation scenarios can be divided into four scenarios: "independent operation", "marshaling formation", "marshaling operation" and "marshaling disassembly". The following is a further explanation of the principle of the present invention in combination with the operation of each scenario. Since the virtual marshaling scenario conversion process involves two unit trains, the leading train and the following train, and there may be other trains before and after them, the change in the train emergency braking rate may involve up to four trains. For ease of explanation, Figure 2 The front and rear position relationships and names of the four trains are given.

[0046] When in "independent operation" or "marshaling operation", the train emergency braking rate does not need to change. At this time, VOBC should calculate the minimum safe distance according to the actual braking rate of the train, monitor the relationship between the actual distance of the train and the minimum safe distance, and implement emergency braking when necessary.

[0047] During the "formation formation" process, the emergency braking rate of the following vehicle is modified from the "default gear" to the "high gear" and the emergency braking rate of the leading vehicle is modified from the "default gear" to the "low gear".

[0048] Specifically, the safety sequence requirements when the braking rate of the following vehicle changes from "default gear" to "high gear" are as follows: Figure 3 As shown:

[0049] 1) The following vehicle provides "stop guarantee" information for the increase in the braking rate of the following vehicle: the following vehicle sends a message to the following vehicle that the train's emergency braking rate is expected to increase; the following vehicle calculates the EBI speed based on the modified braking rate of the following vehicle and protects the safe operation of the train (this information is required if the following vehicle adopts the "hitting a soft wall" protection model; if the following vehicle adopts the "hitting a hard wall" protection model, this information is no longer required, which is equivalent to the condition being directly checked and passed); when the following vehicle confirms that the emergency braking will not be triggered, it sends a "stop guarantee" message to the following vehicle;

[0050] 2) The following vehicle controls the vehicle to modify the emergency braking rate configuration state;

[0051] 3) The following vehicle VOBC calculates the EBI speed according to the modified braking rate and protects the safe operation of the train.

[0052] Specifically, the safety sequence requirements when the leading vehicle braking rate changes from "default gear" to "low gear" are as follows: Figure 4 As shown:

[0053] 1) The leading car VOBC provides "stop guarantee" information for the reduction of its own braking rate: the leading car calculates the EBI speed according to the modified braking rate of its own car. If the emergency brake will not be triggered, it is equivalent to having the "stop guarantee" information, and starts to calculate the EBI speed according to this and protect the safe operation of the train;

[0054] 2) The leading vehicle controls the vehicle to modify the emergency braking rate configuration state;

[0055] 3) The leading vehicle sends the modified emergency braking rate configuration status to the following vehicle for use in calculating the EBI speed.

[0056] Furthermore, the change in the train emergency braking rate configuration value will lead to a change in the minimum separation distance. Based on the above, the relationship between the actual distance between the two vehicles and the minimum separation distance required before the braking rate change and the minimum separation distance required after the change is judged, and the timing of modifying the train emergency braking rate configuration value is controlled to ensure driving safety. The specific rules are:

[0057] The modification of the train emergency braking rate configuration value can be divided into two categories, namely: making the "braking rate larger" (including changing from "low gear" to "default gear", from "default gear" to "high gear" and from "low gear" to "high gear") and making the "braking rate smaller" (including changing from "high gear" to "default gear", from "default gear" to "low gear" and from "high gear" to "low gear"). The following describes the control method of the timing of modifying the train emergency braking rate configuration value according to this classification method.

[0058] When you intend to modify the emergency braking rate configuration value to increase the emergency braking rate of the vehicle, you should follow the following safety sequence:

[0059] It should be noted that this car refers to the following car in the formation process and the leading car in the disbanding process.

[0060] Step 1: The vehicle confirms that modifying the emergency braking rate configuration value will not put the following vehicle in a dangerous situation;

[0061] Step 2: Modify the actual emergency braking rate configuration value of the vehicle to the increased value (the specific process is: VOBC sends a braking rate configuration value modification command to the vehicle braking system, the vehicle braking system receives the command and modifies the configuration parameters, and after the parameter modification is successful, sends the updated train braking rate configuration value to VOBC);

[0062] Step 3: Finally, modify the vehicle's emergency braking rate parameter used when calculating the EBI speed using the vehicle's VOBC to the increased value (the updated value received from the vehicle's braking system).

[0063] Among them, the way in which the vehicle confirms in step 1 that modifying the emergency braking rate configuration value will not put the following vehicle in a dangerous situation can be divided into the following situations:

[0064] (1) There is no vehicle behind the vehicle that is being tracked using the soft wall collision principle:

[0065] At this time, the modification of the emergency braking rate of this vehicle will not affect the minimum separation distance of the following vehicle, and this item is directly met;

[0066] (2) There is a vehicle behind the vehicle that is being tracked according to the soft wall tracking principle:

[0067] At this time, the vehicle needs to confirm through vehicle-to-vehicle communication that the following vehicle can ensure safe parking. That is, first modify the emergency braking rate parameter of the vehicle used by the following vehicle to calculate the EBI speed to the increased value, and ensure that the actual distance between the two vehicles is greater than the minimum required interval distance after the modification. The specific implementation method is:

[0068] 1) The vehicle sends a message to the vehicle behind that "the emergency braking rate of the vehicle is about to increase" (including the current braking rate configuration value and the braking rate configuration value to be modified);

[0069] 2) The following vehicle calculates the EBI according to the emergency brake rate configuration value that is about to be modified by the vehicle, and determines whether it will cause the following vehicle to output EB. There may be two situations:

[0070] a) If the following vehicle does not need to output EB, the message "the increase in the emergency braking rate of this vehicle does not affect the safe operation of the following vehicle (referred to as parking guarantee)" is sent to the own vehicle, and the EBI speed of the following vehicle is calculated accordingly and overspeed protection is implemented;

[0071] b) If the following car needs to output EB, a message "It is impossible to guarantee safe parking of this car after the emergency braking rate increases" is sent to this car, and the EBI speed is calculated and overspeed protection is implemented according to the emergency braking rate configuration value of this car before modification (to avoid unnecessary emergency braking). However, the ATO or driver of the following car can control the train to slow down until the actual distance between the two cars is large enough and condition a) is met, then a stop guarantee message is sent to this car, and the EBI speed is calculated and overspeed protection is implemented according to the emergency braking rate after modification of this car.

[0072] 3) Before receiving the parking guarantee information from the following vehicle, the vehicle considers that the conditions required in step 1 have not been met.

[0073] Furthermore, combined with the train safety protection control principle, if the train's emergency "braking rate decreases", the braking distance of the vehicle will increase, thereby increasing the required distance between the vehicle and the vehicle in front, but decreasing the required distance between the vehicle behind and the vehicle. Figure 2 The train relationship shown explains the modification rules of the emergency braking rate configuration value of trains under this mode.

[0074] The safety sequence execution steps when the intention is to "reduce the braking rate" are:

[0075] Step 1: First make sure that the distance between your vehicle and the vehicle in front is large enough;

[0076] Step 2: Modify the actual emergency braking rate configuration value of the vehicle to the reduced value (the specific process is: VOBC sends a braking rate configuration value modification command to the vehicle braking system, the vehicle braking system receives the command and modifies the configuration parameters, and after the parameter modification is successful, sends the updated train braking rate configuration value to VOBC);

[0077] Step 3: Finally, modify the emergency braking rate parameter of the vehicle used by the rear vehicle VOBC to calculate the EBI speed to the reduced value.

[0078] The method for confirming that the distance between the vehicle and the vehicle in front is large enough in step 1 is as follows: the vehicle first modifies the emergency braking rate of the vehicle used in calculating the EBI to a reduced value, and then determines whether emergency braking needs to be output, which is divided into two cases:

[0079] (1) Reducing the emergency braking rate of this vehicle will not cause the train to output emergency braking (EB):

[0080] At this point, the conditions of step 1 are considered to be met, and VOBC continues to calculate the EBI speed and implement overspeed protection according to the modified (smaller) emergency braking rate.

[0081] (2) Reducing the emergency braking rate of this train will cause the train to output emergency braking:

[0082] At this point, the condition of step 1 is not considered to be met, and VOBC continues to calculate EBI and implement overspeed protection according to the emergency braking rate before modification. The condition of step 1 is considered to be met only when the actual distance between the vehicle and the preceding vehicle is large enough and the emergency braking rate of the vehicle is modified to the reduced value without causing the train to output EB.

[0083] In addition, step 3 is designed to allow the following vehicle to better track the vehicle. In actual applications, if there is a following vehicle that hits a soft wall for tracking, the emergency braking rate configuration value sent by the vehicle to the following vehicle will be updated to the latest modified state. After receiving the information, the following vehicle will calculate the EBI of the following vehicle according to the latest state and implement speeding protection; if there is no following vehicle that hits a soft wall for tracking at this time, this step is not involved.

[0084] In the train protection control scheme based on the soft wall principle, the emergency braking rate of the train and the emergency braking rate of the preceding train are required to calculate EBI. Combined with the above design principles for modifying the train emergency braking rate, the configuration value of the train emergency braking rate used by VOBC to calculate EBI is proposed as follows: Figure 5 As shown, the emergency braking rate of the preceding vehicle is obtained as follows: Figure 6 shown.

[0085] Figure 5 Combined with the emergency braking rate configuration status of the vehicle and the expected emergency braking rate configuration value of the vehicle, determine the emergency braking rate configuration value of the vehicle that should be used when calculating the EBI speed of the vehicle, and determine the "emergency braking rate configuration value of the vehicle" and "expected emergency braking rate configuration method of the vehicle" and other information that should be sent to the following vehicle.

[0086] Figure 6 Based on information such as whether the vehicle is tracking based on hitting a soft wall, the actual emergency braking rate configuration value of the front vehicle, and the expected emergency braking rate configuration method of the front vehicle, the emergency braking rate configuration value of the front vehicle that should be used when calculating the EBI speed of the vehicle is determined, and it is determined whether to send a "stop guarantee" message to the front vehicle.

[0087] according to Figure 5 and Figure 6After determining the emergency braking rates of the vehicle and the preceding vehicle to be used when calculating EBI, the EBI speed of the train can be easily calculated according to the relevant formula and overspeed protection can be implemented. Thus, according to the content of the invention, the emergency braking rate configuration value of the relevant train can be dynamically modified according to the running state of the virtual marshaling train, so as to realize the small spacing tracking of the virtual marshaling train without affecting the performance of the unit train when running independently.

[0088] Embodiment 2 of the present invention provides a virtual train control system based on dynamic configuration of emergency braking rate, such as Figure 7 As shown, it includes a vehicle-to-vehicle communication module, a first vehicle-mounted controller, and a second vehicle-mounted controller; wherein,

[0089] A train-to-train communication module is used to determine the current operation phase of the virtual train formation;

[0090] The first on-board controller is installed on the leading vehicle, and the second on-board controller is installed on the following vehicle, and is used to dynamically modify the emergency braking rate of the leading vehicle and the following vehicle according to the situation of the current operation stage.

[0091] The VOBC on each unit train, based on its role in the virtual train formation, uses vehicle-to-vehicle communication information and sends the correct emergency braking rate configuration command to each vehicle at the appropriate time, thereby achieving short-distance tracking in virtual formation without affecting the system performance during independent operation.

[0092] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0093] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A virtual train control method based on dynamic configuration of emergency braking rate, characterized in that: The specific steps include the following: Determine the current operation phase of the virtual train set; Any two adjacent trains in the virtual marshaling train are respectively a leading train and a following train, and the emergency braking rates of the leading train and the following train are dynamically modified according to the situation of the current operation stage; Dynamically modifying the emergency braking rates of the leading vehicle and the following vehicle according to the situation of the current operation stage specifically includes: If the virtual train is in the formation stage, the leading car and the following car establish car-to-car communication and periodically exchange information, and under the premise of ensuring safety, the braking rate of the leading car is reduced and the braking rate of the following car is increased, that is, the emergency braking rate of the leading car is changed from the default gear to the second gear, and the emergency braking rate of the following car is changed from the default gear to the first gear; If the virtual marshaled train is in the disassembly stage, the emergency braking rate of the leading car is changed from the second gear to the default gear, and the emergency braking rate of the following car is changed from the first gear to the default gear; The first gear position is the maximum braking rate that the train emergency braking system can provide, and the second gear position is the minimum braking rate provided by the train emergency braking system.

2. A virtual train control method based on dynamic configuration of emergency braking rate according to claim 1, characterized in that: The on-board controller determines the relationship between the actual distance between the leading vehicle and the following vehicle and the minimum interval distance required before the braking rate changes and the minimum interval distance required after the change, and controls the timing of modifying the train emergency braking rate configuration value to ensure driving safety.

3. A virtual train control method based on dynamic configuration of emergency braking rate according to claim 1, characterized in that: A safe way to increase the braking rate of the following vehicle is: S1, the following vehicle sends a message to the following vehicle that the train emergency braking rate is expected to increase; the following vehicle calculates the EBI speed according to the modified braking rate of the following vehicle and protects the safe operation of the train; S2, when the following vehicle determines that emergency braking will not be triggered, the following vehicle sends a parking guarantee message to the following vehicle; S3. The following vehicle receives the parking guarantee information, modifies the emergency braking rate configuration state, and calculates the EBI speed according to the modified braking rate.

4. A virtual train control method based on dynamic configuration of emergency braking rate according to claim 1, characterized in that: A safe way to reduce the braking rate of the lead vehicle is: S1, the leading vehicle calculates the EBI speed according to the modified braking rate, and if the emergency braking will not be triggered, the leading vehicle controls the vehicle to modify the emergency braking rate configuration state; S2. The leading vehicle sends the modified emergency braking rate configuration state to the following vehicle, so that the following vehicle calculates the EBI speed.

5. A virtual train control method based on dynamic configuration of emergency braking rate according to claim 4, characterized in that: The method for determining whether to trigger the emergency brake is as follows: the calculated EBI speed is compared with the actual speed of the leading vehicle. If the EBI speed is greater than the actual speed of the leading vehicle, the emergency brake is triggered.

6. A virtual train control system based on dynamic configuration of emergency braking rate, characterized in that: It includes a vehicle-to-vehicle communication module, a first vehicle-mounted controller, and a second vehicle-mounted controller; wherein, The vehicle-to-vehicle communication module is used to determine the current operation stage of the virtual marshaled train; The first on-board controller is installed on the leading vehicle, and the second on-board controller is installed on the following vehicle, and is used to dynamically modify the emergency braking rates of the leading vehicle and the following vehicle according to the situation of the current operation stage; Dynamically modifying the emergency braking rates of the leading vehicle and the following vehicle according to the situation of the current operation stage specifically includes: If the virtual train is in the formation stage, the leading car and the following car establish car-to-car communication and periodically exchange information, and under the premise of ensuring safety, the braking rate of the leading car is reduced and the braking rate of the following car is increased, that is, the emergency braking rate of the leading car is changed from the default gear to the second gear, and the emergency braking rate of the following car is changed from the default gear to the first gear; If the virtual marshaled train is in the disassembly stage, the emergency braking rate of the leading car is changed from the second gear to the default gear, and the emergency braking rate of the following car is changed from the first gear to the default gear; The first gear position is the maximum braking rate that the train emergency braking system can provide, and the second gear position is the minimum braking rate provided by the train emergency braking system.

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