Method and device for setting a linkage area in a virtual linkage system

Abstract

The present invention discloses a method for setting a coupling area for a virtual coupling system, which includes: dynamic coupling of rail transit trains, which prevents two autonomously operating trains from directly contacting each other. During the simultaneous operation of the trains, the coupling action of the virtual coupling formation is completed through a coupling application, coupling information exchange, and coupling confirmation process; and static coupling of rail transit trains, which causes the train or train formation to be coupled to stop at the platform area. The train applying for coupling slowly approaches the stationary train or formation based on a relative braking distance model. Through the coupling application, coupling information exchange, and coupling confirmation process, the train applying for coupling virtually couples to the formation. The present invention has the advantages of simple principle, high intelligence, and the ability to improve coupling success rate and stability.

Description

Technical Field

[0001] The present invention mainly relates to the field of rail transportation technology, and in particular to a method and device for setting coupling areas of a virtual coupling system. Background Art

[0002] Urban rail transit has developed rapidly in recent years, with the network continuously expanding. However, most current urban rail transit systems still utilize fixed-formation trains with moving blocks based on the Communications Automatic Train Control (CBTC) system, which fails to address issues such as capacity constraints during peak periods, wasted capacity during off-peak periods, and insufficient flexibility. For example, trains waste or inadequate capacity during peak and evening passenger flows; the existing rail transit network is nearing capacity saturation in the face of growing demand for rail transit; and the question of whether the performance and organizational model of vehicles, as high-volume transportation vehicles, achieve optimal transportation efficiency is a question.

[0003] Therefore, to meet capacity demands at different times and further improve operational efficiency, next-generation train control systems have introduced the concept of virtual coupling. This transport organization technology optimizes passenger demand and capacity by flexibly adjusting train lengths based on passenger flow characteristics in different sections and time periods, while maintaining a high train service frequency. This has become a hot topic in rail transit research.

[0004] Virtual coupling means that several power trains, without direct contact, dynamically maintain a minimum safe distance, forming a "virtual train" and operating as a single train. The power trains can freely couple and uncouple during travel, significantly improving platooning efficiency.

[0005] A crucial aspect of virtual coupling technology is the creation of a virtual coupling formation, dynamically coupling independently operating trains to form a formation for subsequent coordinated control. Ensuring the success rate, safety, and stability of these virtual couplings remain pressing technical challenges and hot topics in this field. Summary of the Invention

[0006] The technical problem to be solved by the present invention is: in response to the technical problems existing in the prior art, the present invention provides a method and device for setting the coupling area of a virtual coupling system which has a simple principle, a high degree of intelligence and can improve the coupling success rate and stability.

[0007] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0008] A method for setting a hooking area in a virtual hooking system, comprising:

[0009] Dynamic coupling of rail transit trains prevents direct contact between two autonomously operating trains. While the trains are running simultaneously, coupling operations are completed through coupling application, coupling information exchange, and coupling confirmation to form a virtual coupling formation.

[0010] Static coupling of rail transit trains requires the train or train formation to be coupled to stop at the platform area. The train applying for coupling slowly approaches the stationary train or formation based on the relative braking distance model. Through the coupling application, coupling information exchange, and coupling confirmation process, the train applying for coupling is virtually coupled to the formation.

[0011] As a further improvement of the method of the present invention: the dynamic coupling process of the rail transit train includes:

[0012] Confirm the status of dynamic linkage;

[0013] Calculate the interval length based on the status of dynamic coupling;

[0014] The coupling area is calculated based on the section length; the coupling area is the area traveled by the train applying for coupling and the train being coupled, using an absolute braking distance model, with an interval of at least one absolute braking distance. From the time the coupling application is submitted to the time the train is fully coupled to the train formation, the area traveled by the train being coupled plus at least one absolute braking distance and the train length.

[0015] In the obtained coupling area, the coupling action of the virtual coupling formation is completed through the coupling application, coupling information exchange, and coupling confirmation process.

[0016] As a further improvement of the method of the present invention, the states of dynamic coupling of rail transit trains include the following two:

[0017] (a) The train applying for coupling and the train or formation being applied for are already operating independently in the section, that is, the coupling area is set in the middle section between stations;

[0018] (b) The train or formation being applied for has just left the station, and the applying train leaves the station immediately after an interval of s seconds to catch up, that is, the coupling area is set in the station exit section.

[0019] As a further improvement of the method of the present invention: when it is confirmed that the state of the dynamic coupling is (a), the process is as follows:

[0020] The train applying for the coupling and the train or formation being applied for both operate independently in the inter-station section;

[0021] The speed of the train or formation being applied for is V1, and the speed of the train applying for coupling is V2. Let V1 <V2;

[0022] The train applying for coupling must be at least one absolute braking distance away from the train or formation being applied for, and the train applying for coupling must send a coupling application;

[0023] Apply for the coupled train to catch up to the desired position at high speed and then reduce the speed to V1;

[0024] The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance;

[0025] Complete virtual dynamic linkage.

[0026] As a further improvement of the method of the present invention: when the state of the dynamic coupling is confirmed to be (a), the length of the coupling area is obtained by the following formula:

[0027] S=S_ABD+S_PD+S_margin+S_LEN;

[0028] S_PD=V1*(T_jx+T_yx);

[0029] T_jx=(V2-V1) / aj;

[0030] T_yx=(S_ABD+V1*T_jx-(V2*V2-V1*V1) / 2aj-S_safe) / (V2-V1);

[0031] aj=(ρMb-R(V1,f,r)) / ρM

[0032] where: S is the length of the coupling area; S_ABD is the absolute braking distance between the train applying for coupling and the train being coupled, calculated according to the absolute braking distance model; S_PD is the distance traveled by the train being coupled while the train being coupled catches up with the train applying for coupling until their speeds converge; S_LEN is the train length; S_margin is the safety margin; T_jx is the time it takes for the train applying for coupling to decelerate from speed V2 to speed V1 after catching up at high speed; T_yx is the time it takes for the train applying for coupling to maintain its original speed V2 and catch up with the train being coupled to the ideal position; S_safe is the relative braking distance between the train applying for coupling and the train being coupled, calculated according to the relative braking distance model; aj is the achievable acceleration of the train after taking into account factors such as train mass, train rotational mass coefficient, braking force, slope, curvature radius, and resistance; ρ is the train rotational mass coefficient; M is the train mass; b is the train braking force; and R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r.

[0033] As a further improvement of the method of the present invention: when it is confirmed that the state of the dynamic coupling is (b), the process is as follows:

[0034] The requested train or formation leaves the station as planned, accelerates to V1, and then runs at a constant speed, waiting for the subsequent connecting train;

[0035] The train applying for the connection leaves the station after a platform interval of T seconds and accelerates to V2 to catch up with the train or formation being applied for;

[0036] After the train applying for coupling catches up to the ideal position, it starts to reduce speed to V1;

[0037] The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance;

[0038] Complete the virtual connection.

[0039] As a further improvement of the method of the present invention: when the state of the dynamic coupling is confirmed to be (b), the length of the coupling area is obtained by the following formula:

[0040] S=S_wait+S_PD+S_LEN+S_margin

[0041] S_wait=0.5*aq*(V1 / aq)*(V1 / aq)+V1*(T-V1 / aq)+V1*(V2 / aq);

[0042] S_PD=V1*(T_jx+T_yx);

[0043] T_jx=(V2-V1) / aj;

[0044] T_yx=(S_wait-S_LEN-0.5*aq*(V2 / aq)*(V2 / aq)-(V2*V2-V1*V1) / 2aj-S_safe) / (V2-V1);

[0045] aj=(ρMb-R(V1,f,r)) / ρM

[0046] aq=(Q(V1)-R(V1, f, r)) / ρM

[0047] Where: S is the length of the coupling area; S_wait is the distance traveled by the applied train or formation when it leaves the station and runs to V1, and when it runs at a constant speed and waits for the applied train to accelerate to V2; S_LEN is the train length; S_margin is the safety margin; S_PD is the distance traveled by the applied train or formation when it catches up with the applied train and their speeds converge; T is the interval time between the applied train or formation leaving the station and the applied train departing after an interval of T seconds; T_jx is the time it takes for the applied train to slow down from V2 to V1 after catching up at high speed; T_yx is the time it takes for the applied train to maintain its original speed V2 and catch up with the applied train or formation to the ideal position; S_safe is the time between the applied train and the applied train or formation The relative braking distance when the formation is coupled is calculated according to the relative braking distance model; aq is the acceleration that the train can obtain after considering the train mass, train rotating mass system, traction, slope, curvature radius, and resistance factors, ρ is the train rotating mass coefficient, M is the train mass, Q is the train traction, R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r; aj is the deceleration that the train can obtain after considering the train mass, train rotating mass coefficient, braking force, slope, curvature radius, and resistance factors, ρ is the train rotating mass coefficient, M is the train mass, b is the train braking force, and R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r 。

[0048] As a further improvement of the method of the present invention: when it is confirmed that the state of the dynamic coupling is (b), the process is as follows:

[0049] The requested train or formation leaves the station as planned, accelerates to V1, and then runs at a constant speed, waiting for the subsequent connecting train;

[0050] The train applying for the connection leaves the station after a platform interval of T seconds and accelerates to V2 to catch up with the train or formation being applied for;

[0051] Calculate the optimal speed V_best of the two vehicles at this time;

[0052] The two trains run at a constant speed to the ideal position, the train or formation being applied for accelerates to V_best, and the train applying for coupling also slows down to V_best;

[0053] The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance;

[0054] Complete the virtual connection.

[0055] As a further improvement of the method of the present invention: when the state of the dynamic coupling is confirmed to be (b), the length of the coupling area is obtained by the following formula:

[0056] S=S_wait+S_m+S_yx+S_margin+S_LEN;

[0057] S_wait=0.5*aq*(V1 / aq)*(V1 / aq)+V1*(T-V1 / aq)+V1*(V2 / aq);

[0058] V_best=(V1+V2) / 2;

[0059] S_m=(V1*V1+V2*V2-2*V_best*V_best) / 2aj;

[0060] S_yx=((S_wait-S_LEN-0.5*aq*(V2 / aq)*(V2 / aq)-S_safe-S_m) / (V2-V1))*V1;

[0061] aj=(ρMb-R(V1,f,r)) / ρM

[0062] aq=(Q(V1)-R(V1, f, r)) / ρM

[0063] Where: S is the length of the coupling area; S_wait is the distance traveled by the applied train or formation when it leaves the station and runs to V1, and runs at a constant speed waiting for the applied coupling train to accelerate to V2; S_LEN is the train length; S_margin is the safety margin; V_best is the optimal speed of the two cars when the speed of the applied train or formation is V1 and the speed of the applied coupling train is V2; T is the interval time between the applied train or formation leaving the station and the applied coupling train departing after an interval of T seconds; S_m is the distance traveled by the applied train or formation and the applied coupling train when they are at a distance m and accelerate or decelerate at the same time so that the speeds of the two cars converge to V_best; S_yx is the distance traveled by the applied train or formation and the applied coupling train when they run at a constant speed to the ideal position; S_s afe is the relative braking distance when the train applying for coupling and the train or formation being applied for are coupled, calculated according to the relative braking distance model; aq is the acceleration obtained by the train after considering the train mass, train rotating mass system, traction, slope, curvature radius, and resistance factors, ρ is the train rotating mass coefficient, M is the train mass, Q is the train traction, R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r; aj is the deceleration that can be obtained by the train after considering the train mass, train rotating mass coefficient, braking force, slope, curvature radius, and resistance factors, ρ is the train rotating mass coefficient, M is the train mass, b is the train braking force, and R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r.

[0064] As a further improvement of the method of the present invention: the static coupling process of the rail transit train includes:

[0065] Confirm the status of static coupling;

[0066] Set up in the platform area as the connection area;

[0067] In the obtained coupling area, the coupling action of the virtual coupling formation is completed through the coupling application, coupling information exchange, and coupling confirmation process.

[0068] As a further improvement of the method of the present invention: the coupling area during static coupling is obtained by the following formula:

[0069] S=S_safe+S_margin+2*S_LEN;

[0070] Where: S is the length of the coupling area; S_safe is the relative braking distance required for the coupling train to approach the stationary coupled train or formation at a low speed, calculated according to the relative braking distance model; S_margin is the safety margin; S_LEN is the train length.

[0071] The present invention further provides a device for setting a hooking area in a virtual hooking system, comprising:

[0072] Line data module, used to read and store line data information;

[0073] Train data module, used to read and store train characteristic data information;

[0074] Logical calculation module, used to calculate the length of the coupling area under different conditions according to the coupling area design algorithm;

[0075] The result output module is used to display the calculation results and recommended strategies.

[0076] The device of the present invention is mainly used to implement the above method.

[0077] Compared with the prior art, the advantages of the present invention are:

[0078] 1. The method and device for setting coupling areas for a virtual coupling system of the present invention have a simple principle and a high degree of intelligence. In order to realize a strategy for improving the success rate of virtual coupling of rail transit trains, it fully utilizes the effective information collected by rail transit trains and line operation information, provides a method for setting coupling areas for a virtual coupling system, and establishes a coupling area selection length model.

[0079] 2. The method and device for setting coupling areas of the virtual coupling system of the present invention clearly provide definitions of coupling areas under different configurations, indicating that only trains within the coupling area can be coupled, and trains outside the coupling area cannot be coupled, thereby ensuring the planning, stability and success rate of train coupling.

[0080] 3. The method and device for setting coupling areas in the virtual coupling system of the present invention create a static coupling area calculation model for static coupling scenarios; for dynamic coupling scenarios, an interval coupling area calculation model and an immediate coupling area calculation model after exiting the station are respectively created; and in the process of solving the problem of balancing coupling area length and line travel speed, an optimal speed coupling area calculation model is created. BRIEF DESCRIPTION OF THE DRAWINGS

[0081] Figure 1 It is a schematic diagram of the composition of the device of the present invention.

[0082] Figure 2 It is a schematic diagram of the principle of the universal model of the linkage area in a specific application example of the present invention. DETAILED DESCRIPTION

[0083] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0084] like Figure 1 As shown, a method for setting coupling areas of a virtual coupling system of the present invention is mainly applicable to rail transit trains, which includes two modes: dynamic coupling and static coupling. The method of the present invention includes:

[0085] Dynamic coupling of rail transit trains means that two autonomously running trains (or a single train and an existing coupled formation) do not have direct contact. During the simultaneous operation of the trains, the coupling action of the virtual coupled formation is completed through the processes of coupling application, coupling information exchange, coupling confirmation, etc., which is referred to as "dynamic coupling".

[0086] Static coupling of rail transit trains requires the train or train formation to be coupled to stop at the platform area. The train applying for coupling gradually and slowly approaches the stationary train or formation based on the relative braking distance model. Through the coupling application, coupling information exchange, coupling confirmation and other processes, the train applying for coupling is virtually coupled to the formation, which is referred to as "static coupling".

[0087] In a specific application example, the dynamic coupling process of rail transit trains includes:

[0088] Confirm the status of dynamic linkage;

[0089] Calculate the interval length based on the dynamic coupling status; this is because dynamic coupling of rail transit trains occurs between stations and has special requirements for interval length;

[0090] The coupling area is calculated based on the section length; the coupling area is the area traveled by the train applying for coupling and the train being coupled, using an absolute braking distance model, with an interval of at least one absolute braking distance. From the time the coupling application is submitted to the time the train is fully coupled to the train formation, the area traveled by the train being coupled plus at least one absolute braking distance and the train length.

[0091] The virtual coupling formation completes the coupling action through coupling application, coupling information exchange, and coupling confirmation in the obtained coupling area.

[0092] In a specific application example, the present invention provides a general model of the linkage area, such as Figure 2 As shown in the figure:

[0093] S=S_ABD+S_PD+S_margin+S_LEN

[0094] Where: S is the length of the coupling area; S_ABD is the absolute braking distance between the train applying for coupling and the train (or formation) being applied for; S_PD is the distance the train (or formation) being applied for will travel when the train applying for coupling is catching up at high speed and its speed is converging with the train formation; S_LEN is the train length; S_margin is the safety margin.

[0095] In specific application examples, the dynamic coupling states of rail transit trains include:

[0096] (a) The train applying for coupling and the train (or formation) being applied for are already operating independently in the section, that is, the coupling area is set in the middle section between stations;

[0097] (b) The train (or formation) being applied for has just left the station, and the applying train leaves the station immediately after an interval of s seconds to catch up, that is, the coupling area is set in the station exit section.

[0098] When the dynamic connection status is confirmed to be (a), the process is as follows:

[0099] The train applying for the coupling and the train or formation being applied for both operate independently in the inter-station section;

[0100] The speed of the train or formation being applied for is V1, and the speed of the train applying for coupling is V2. Let V1 <V2;

[0101] The train applying for coupling must be at least one absolute braking distance away from the train or formation being applied for, and the train applying for coupling must send a coupling application;

[0102] Apply for the coupled train to catch up to the desired position at high speed and then reduce the speed to V1;

[0103] The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance;

[0104] Complete virtual dynamic linkage.

[0105] Then, when it is determined to be state (a), the calculation formula of the coupling area length is as follows:

[0106] S=S_ABD+S_PD+S_margin+S_LEN;

[0107] S_PD=V1*(T_jx+T_yx);

[0108] T_jx=(V2-V1) / aj;

[0109] T_yx=(S_ABD+V1*T_jx-(V2*V2-V1*V1) / 2aj-S_safe) / (V2-V1);

[0110] aj=(ρMb-R(V1,f,r)) / ρM

[0111] Where: S is the length of the coupling area; S_ABD is the absolute braking distance between the train applying for coupling and the train (or formation) being applied for, calculated according to the absolute braking distance model; S_PD is the distance traveled by the train (or formation) being applied for during the process of catching up with the train applying for coupling until the speed converges; S_LEN is the train length; S_margin is the safety margin, usually 30%; T_jx is the time it takes for the train applying for coupling to slow down from V2 speed to V1 speed after catching up at high speed; T_yx is the time it takes for the train applying for coupling to catch up at the original speed V2 The time required to catch the requested train (or formation) to the ideal position; S_safe is the relative braking distance when the requesting train and the requested train (or formation) can be coupled, calculated according to the relative braking distance model; aj is the acceleration that the train can obtain after considering factors such as train mass, train rotation mass coefficient, braking force, slope, curvature radius, and resistance, ρ is the train rotation mass coefficient, M is the train mass, b is the train braking force, and R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r.

[0112] When in state (b), the operating scenario is:

[0113] The requested train or formation leaves the station as planned, accelerates to V1, and then runs at a constant speed, waiting for the subsequent connecting train;

[0114] The train applying for the connection leaves the station after a platform interval of T seconds and accelerates to V2 to catch up with the train or formation being applied for;

[0115] After the train applying for coupling catches up to the ideal position, it starts to reduce speed to V1;

[0116] The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance;

[0117] Complete the virtual connection.

[0118] Then, when it is determined to be state (b), the calculation formula of the coupling area length is as follows:

[0119] In this case, the calculation formula for the length of the coupling area is as follows:

[0120] S=S_wait+S_PD+S_LEN+S_margin

[0121] S_wait=0.5*aq*(V1 / aq)*(V1 / aq)+V1*(T-V1 / aq)+V1*(V2 / aq);

[0122] S_PD=V1*(T_jx+T_yx);

[0123] T_jx=(V2-V1) / aj;

[0124] T_yx=(S_wait-S_LEN-0.5*aq*(V2 / aq)*(V2 / aq)-(V2*V2-V1*V1) / 2aj-S_safe) / (V2-V1);

[0125] aj=(ρMb-R(V1,f,r)) / ρM

[0126] aq=(Q(V1)-R(V1, f, r)) / ρM

[0127] Where: S is the length of the coupling area; S_wait is the distance traveled by the requested train (or formation) from leaving the station to V1 and running at a constant speed while waiting for the requesting train to accelerate to V2; S_LEN is the train length; S_margin is the safety margin, usually 30%; S_PD is the distance traveled by the requested train (or formation) while catching up with the requesting train and reaching the same speed; T is the interval T seconds after the requested train (or formation) leaves the station and the requesting train departs; T_jx is the time it takes for the requesting train to decelerate from V2 to V1 after catching up at high speed. T_yx is the time it takes for the train applying for coupling to maintain its original speed V2 and catch up with the train (or formation) being applied for to the ideal position; S_safe is the relative braking distance between the train applying for coupling and the train (or formation) being applied for coupling, calculated according to the relative braking distance model; aq is the acceleration that the train can obtain after considering factors such as train mass, train rotating mass system, traction, slope, curvature radius, and resistance, ρ is the train rotating mass coefficient, M is the train mass, Q is the train traction, R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r. aj is the deceleration that the train can obtain after considering factors such as train mass, train rotating mass coefficient, braking force, slope, curvature radius, and resistance, ρ is the train rotating mass coefficient, M is the train mass, b is the train braking force, and R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r. 。

[0128] In the above process, the situation where the applied train (or formation) runs at a low and uniform speed of V1 waiting for the applied train to connect is not conducive to the line operation efficiency and will reduce the train travel speed. Therefore, another optimized travel speed plan is proposed.

[0129] When the dynamic connection status is confirmed to be (b), the process is as follows:

[0130] The requested train or formation leaves the station as planned, accelerates to V1, and then runs at a constant speed, waiting for the subsequent connecting train;

[0131] The train applying for the connection leaves the station after a platform interval of T seconds and accelerates to V2 to catch up with the train or formation being applied for;

[0132] Calculate the optimal speed V_best of the two vehicles at this time;

[0133] The two trains run at a constant speed to the ideal position, the train or formation being applied for accelerates to V_best, and the train applying for coupling also slows down to V_best;

[0134] The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance;

[0135] Complete the virtual connection.

[0136] In this case, the calculation formula for the length of the coupling area is as follows:

[0137] S=S_wait+S_m+S_yx+S_margin+S_LEN;

[0138] S_wait=0.5*aq*(V1 / aq)*(V1 / aq)+V1*(T-V1 / aq)+V1*(V2 / aq);

[0139] V_best=(V1+V2) / 2;

[0140] S_m=(V1*V1+V2*V2-2*V_best*V_best) / 2aj;

[0141] S_yx=((S_wait-S_LEN-0.5*aq*(V2 / aq)*(V2 / aq)-S_safe-S_m) / (V2-V1))*V1;

[0142] aj=(ρMb-R(V1,f,r)) / ρM

[0143] aq=(Q(V1)-R(V1, f, r)) / ρM

[0144] Where: S is the length of the coupling area; S_wait is the distance traveled by the applied train (or formation) when it leaves the station and runs to V1, and when it runs at a constant speed and waits for the applied coupling train to accelerate to V2; S_LEN is the train length; S_margin is the safety margin, usually 30%; V_best is the optimal speed of the two cars when the speed of the applied train (or formation) is V1 and the speed of the applied coupling train is V2; T is the interval time between the applied train (or formation) leaving the station and the application coupling train departing after an interval of T seconds; S_m is the time when the applied train (or formation) and the application coupling train accelerate or decelerate at the same time when the distance m is between them, so that the speeds of the two cars converge to The distance covered by the train when V_best is reached; S_yx is the distance covered by the train when the train (or formation) being applied for and the train applying for coupling are running at a constant speed to the ideal position; S_safe is the relative braking distance when the train applying for coupling and the train (or formation) being applied for coupling can be coupled, calculated according to the relative braking distance model; aq is the train's achievable acceleration after considering factors such as train mass, train rotating mass system, traction, slope, curvature radius, and resistance; ρ is the train's rotating mass coefficient, M is the train mass, Q is the train's traction, and R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r. aj is the train's achievable deceleration after considering factors such as train mass, train rotating mass coefficient, braking force, slope, curvature radius, and resistance; ρ is the train's rotating mass coefficient, M is the train mass, b is the train's braking force, and R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r.

[0145] In a specific application example, the static coupling process of the rail transit train includes:

[0146] Confirm the status of static coupling;

[0147] Set up in the platform area as the connection area;

[0148] The virtual coupling formation completes the coupling action through coupling application, coupling information exchange, and coupling confirmation in the obtained coupling area.

[0149] In a specific application example, the static coupling and lower coupling area is usually set in the platform area, and the calculation formula is as follows:

[0150] S=S_safe+S_margin+2*S_LEN;

[0151] Where: S is the length of the coupling area; S_safe is the relative braking distance required for the coupling train to approach the stationary coupled train (or formation) at a low speed, calculated according to the relative braking distance model; S_margin is the safety margin, usually 30%; S_LEN is the train length.

[0152] Combine Figure 1 As shown, the present invention further provides a device for setting a hooking area in a virtual hooking system, which includes:

[0153] A route data module is used to read and store route data information; the route data information includes but is not limited to route slope, curvature, station information, target section information, etc.;

[0154] Train data module, used to read and store train characteristic data information; the train characteristic data information includes but is not limited to train length, weight, rotational mass coefficient, braking force, traction force, speed, acceleration, etc.;

[0155] A logic calculation module is used to calculate the length of the coupling area under specific circumstances according to the coupling area design algorithm;

[0156] The result output module is used to display the calculation results and recommended strategies.

[0157] The device of the present invention is used to implement the above method of the present invention.

[0158] After adopting the method and device for setting the linkage area of the virtual linkage system of the present invention:

[0159] 1. The present invention proposes a state definition of different coupling areas in rail transit lines and designs a process for each state. The definition is a pre-set area in the system that can be used for virtual coupling of trains, that is, trains not in this area are not allowed to be coupled.

[0160] 2. This invention provides a strategy and algorithm for selecting the ideal coupling area, thereby ensuring both the success rate of virtual coupling and its safety and stability. This facilitates coupling trains at the optimal location and avoids the need to uncouple trains immediately after coupling but before they have run for a while. This facilitates more rational operational planning and design by the auxiliary central dispatcher.

[0161] 3. The rail transit trains of the present invention are virtually coupled, and the coupling area can be selected at locations such as stations, return lines, depot lines, and sections.

[0162] 4. In view of the fact that virtual coupling of trains is divided into two modes, dynamic coupling and static coupling, the present invention also provides strategies and algorithms for designing coupling areas for these two modes respectively, and also provides an optimization solution for improving train travel speed.

[0163] The above are merely preferred embodiments of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions based on the principles of the present invention are within the scope of protection of the present invention. It should be noted that for those skilled in the art, various improvements and modifications that do not depart from the principles of the present invention should be considered within the scope of protection of the present invention.

Claims

1. A method for setting a linkage area in a virtual linkage system, characterized in that: include: Dynamic coupling of rail transit trains prevents direct contact between two autonomously operating trains. While the trains are running simultaneously, coupling operations are completed through coupling application, coupling information exchange, and coupling confirmation to form a virtual coupling formation. Static coupling of rail transit trains requires the train or train formation to be coupled to stop at the platform area. The train applying for coupling slowly approaches the stationary train or train formation based on the relative braking distance model. Through the coupling application, coupling information exchange, and coupling confirmation process, the train applying for coupling virtually couples with the train formation. The dynamic coupling states of the rail transit trains include the following two: (a) The train applying for the coupling and the train or formation being applied for are already operating independently in the section, that is, the coupling area is set in the middle section between stations; (b) The train or formation being applied for has just left the station, and the applying train leaves the station immediately after an interval of s seconds to catch up, that is, the coupling area is set in the station exit section; When the dynamic connection status is confirmed to be (a), the process is as follows: The train applying for the coupling and the train or formation being applied for both operate independently in the inter-station section; The speed of the train or formation being applied for is V1, and the speed of the train applying for coupling is V2. Let V1 <V2; The train applying for coupling must be at least one absolute braking distance away from the train or formation being applied for, and the train applying for coupling must send a coupling application; Apply for the coupled train to catch up to the desired position at high speed and then reduce the speed to V1; The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance; Complete virtual dynamic linkage; When the dynamic coupling state is confirmed to be (a), the coupling area length is obtained by the following formula: ； ； ； ； ； Where: S is the length of the coupling area; S_ABD is the absolute braking distance between the train applying for coupling and the train or formation being applied for, calculated according to the absolute braking distance model; S_PD is the distance traveled by the train or formation being applied for when the train applying for coupling catches up to the speed convergence; S_LEN is the length of the train or formation being applied for; S_margin is the safety margin; T_jx is the time it takes for the train applying for coupling to slow down from V2 speed to V1 speed after catching up at high speed; T_yx is the time it takes for the train applying for coupling to maintain its original speed V2 The time required to catch up with the requested train or formation to the ideal position; S_safe is the relative braking distance between the requesting train and the requested train or formation when they are coupled, calculated according to the relative braking distance model; aj is the deceleration that the train can obtain after considering the train mass, train rotation mass coefficient, braking force, slope, curvature radius, and resistance factors, ρ is the train rotation mass coefficient, M is the train mass, b is the train braking force, and R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r.

2. The method for setting a linkage area in a virtual linkage system according to claim 1, characterized in that: The dynamic coupling process of the rail transit trains includes: Confirm the status of dynamic linkage; Calculate the interval length based on the status of dynamic coupling; The coupling area is calculated based on the section length; the coupling area is the area traveled by the train applying for coupling and the train being coupled, using an absolute braking distance model, with an interval of at least one absolute braking distance. From the time the coupling application is submitted to the time the train is fully coupled to the train formation, the area traveled by the train being coupled plus at least one absolute braking distance and the train length. The virtual coupling formation completes the coupling action through coupling application, coupling information exchange, and coupling confirmation in the obtained coupling area.

3. The method for setting a linkage area in a virtual linkage system according to claim 1, characterized in that: When the dynamic connection status is confirmed to be (b), the process is as follows: The requested train or formation leaves the station as planned, accelerates to V1, and then runs at a constant speed, waiting for the subsequent connecting train; The train applying for the connection leaves the station after a platform interval of T seconds and accelerates to V2 to catch up with the train or formation being applied for; After the train applying for coupling catches up to the ideal position, it starts to reduce speed to V1; The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance; Complete the virtual connection.

4. The method for setting a linkage area in a virtual linkage system according to claim 3, characterized in that: When the dynamic coupling state is confirmed to be (b), the coupling area length is obtained by the following formula: S=S_wait+S_PD+S_LEN+S_margin; ; ; T_jx=(V2-V1) / aj; aj=(ρMb-R(V1, f, r)) / ρM; aq=(Q(V1)-R(V1, f, r)) / ρM; Where: S is the length of the coupling area; S_wait is the distance traveled by the applied train or formation when it leaves the station and runs to V1, and runs at a constant speed while waiting for the applied coupling train to accelerate to V2; S_LEN is the length of the applied train or formation; S_margin is the safety margin; S_PD is the distance traveled by the applied train or formation when it catches up with the applied coupling train until the speed converges; T is the interval time between the applied train or formation leaving the station and the application coupling train departing after an interval of T seconds; T_jx is the time it takes for the applied coupling train to slow down from V2 to V1 after catching up at high speed; T_yx is the time it takes for the applied coupling train to maintain its original speed V2 to catch up with the applied train or formation. time to the ideal position; S_safe is the relative braking distance between the train applying for coupling and the train being coupled or the train being coupled, calculated according to the relative braking distance model; aq is the acceleration that the train can obtain after considering the train mass, train rotating mass system, traction, slope, curvature radius, and resistance factors, ρ is the train rotating mass coefficient, M is the train mass, Q (V1) is the train traction, R (V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r; aj is the deceleration that the train can obtain after considering the train mass, train rotating mass coefficient, braking force, slope, curvature radius, and resistance factors, and b is the train braking force 。 5. The method for setting a linkage area in a virtual linkage system according to claim 1, characterized in that: When the dynamic connection status is confirmed to be (b), the process is as follows: The requested train or formation leaves the station as planned, accelerates to V1, and then runs at a constant speed, waiting for the subsequent connecting train; The train applying for the connection leaves the station after a platform interval of T seconds and accelerates to V2 to catch up with the train or formation being applied for; Calculate the optimal speed V_best of the two vehicles at this time; The two trains run at a constant speed to the ideal position, the train or formation being applied for accelerates to V_best, and the train applying for coupling also slows down to V_best; The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance; Complete the virtual connection.

6. The method for setting a linkage area in a virtual linkage system according to claim 5, characterized in that: When the dynamic coupling state is confirmed to be (b), the coupling area length is obtained by the following formula: ； ; ; ; ; Where: S is the length of the coupling area; S_wait is the distance traveled by the applied train or formation when it leaves the station and runs to V1, and runs at a constant speed waiting for the applied coupling train to accelerate to V2; S_LEN is the length of the applied train or formation; S_margin is the safety margin; V_best is the optimal speed of the two cars when the speed of the applied train or formation is V1 and the speed of the applied coupling train is V2; T is the interval time between the applied train or formation leaving the station and the application coupling train departing after an interval of T seconds; S_m is the distance traveled by the applied train or formation and the application coupling train when they are at a distance m and accelerate or decelerate at the same time so that the speeds of the two cars converge to V_best; S_yx is the distance traveled by the applied train or formation and the application coupling train when they are at a distance m The distance traveled by the train when the train applying for coupling runs at a constant speed to the ideal position; S_safe is the relative braking distance between the train applying for coupling and the train or formation being coupled, calculated according to the relative braking distance model; aq is the acceleration obtained by the train after considering the train mass, train rotating mass system, traction, slope, curvature radius, and resistance factors, ρ is the train rotating mass coefficient, M is the train mass, Q(V1) is the train traction, R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r; aj is the deceleration that can be obtained by the train after considering the train mass, train rotating mass coefficient, braking force, slope, curvature radius, and resistance factors, and b is the train braking force.

7. The method for setting a linkage area in a virtual linkage system according to any one of claims 1 to 6, characterized in that: The static coupling process of the rail transit train includes: Confirm the status of static coupling; Set up in the platform area as the connection area; The virtual coupling formation completes the coupling action through coupling application, coupling information exchange, and coupling confirmation in the obtained coupling area.

8. The method for setting a linkage area in a virtual linkage system according to claim 7, characterized in that: The static coupling area is obtained by the following formula: ； Where: S is the length of the coupling area; S_safe is the relative braking distance required for the coupling train to approach the stationary coupled train or formation at a low speed, calculated according to the relative braking distance model; S_margin is the safety margin; S_LEN is the train length.

9. A device for setting a linkage area in a virtual linkage system, characterized in that: include: Line data module, used to read and store line data information; Train data module, used to read and store train characteristic data information; Logical calculation module, used to calculate the length of the coupling area under different conditions according to the coupling area design algorithm; Result output module, used to display calculation results and recommended strategies; The dynamic coupling states of the rail transit trains include the following two: (a) The train applying for the coupling and the train or formation being applied for are already operating independently in the section, that is, the coupling area is set in the middle section between stations; (b) The train or formation being applied for has just left the station, and the applying train leaves the station immediately after an interval of s seconds to catch up, that is, the coupling area is set in the station exit section; When the dynamic connection status is confirmed to be (a), the process is as follows: The train applying for the coupling and the train or formation being applied for both operate independently in the inter-station section; The speed of the train or formation being applied for is V1, and the speed of the train applying for coupling is V2. Let V1 <V2; The train applying for coupling must be at least one absolute braking distance away from the train or formation being applied for, and the train applying for coupling must send a coupling application; Apply for the coupled train to catch up to the desired position at high speed and then reduce the speed to V1; The speed of the train applying for coupling and the train or formation being applied for is similar and they maintain a relative braking safety distance; Complete virtual dynamic linkage; When the dynamic coupling state is confirmed to be (a), the coupling area length is obtained by the following formula: ； ； ； ； ； Where: S is the length of the coupling area; S_ABD is the absolute braking distance between the train applying for coupling and the train or formation being applied for, calculated according to the absolute braking distance model; S_PD is the distance traveled by the train or formation being applied for when the train applying for coupling catches up to the speed convergence; S_LEN is the length of the train or formation being applied for; S_margin is the safety margin; T_jx is the time it takes for the train applying for coupling to slow down from V2 speed to V1 speed after catching up at high speed; T_yx is the time it takes for the train applying for coupling to maintain its original speed V2 The time required to catch up with the requested train or formation to the ideal position; S_safe is the relative braking distance between the requesting train and the requested train or formation when they are coupled, calculated according to the relative braking distance model; aj is the deceleration that the train can obtain after considering the train mass, train rotation mass coefficient, braking force, slope, curvature radius, and resistance factors, ρ is the train rotation mass coefficient, M is the train mass, b is the train braking force, and R(V1, f, r) is the motion resistance, which depends on the train speed V1, slope f, and curvature radius r.

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