A control method and system for dynamic marshaling establishment of virtual marshaling train

Abstract

The present invention discloses a control method and system for the dynamic formation establishment of a virtual train, belonging to the field of rail transit signal control technology. Based on the predicted running trajectory generated by the leading vehicle at the previous moment, combined with the emergency brake trigger speed calculation function, the recommended driving curve of the following vehicle is planned with the goal of shortening the tracking distance with the leading vehicle as quickly as possible. This method can foresee the trend of EBI speed reduction in advance, effectively and quickly shortening the tracking distance of train units without triggering emergency braking. Furthermore, by predicting the future driving trajectory of the train, the dynamic formation establishment of the virtual train is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit signal control, and in particular to a control method and system for dynamically establishing a virtual train formation. Background Art

[0002] As the scale of urban rail transit (hereinafter referred to as "urban rail") networks grows, the uneven temporal and spatial distribution of passenger flow becomes increasingly prominent. To address the problem of "unable to move trains during peak hours and insufficiently loaded trains during off-peak hours" caused by this characteristic, virtual coupling (VC) technology has received widespread attention in the industry. This technology shortens the tracking spacing of train units that are not physically coupled, allowing them to provide the same transportation and operation services as physically coupled trains. Based on this flexible marshaling method, virtual coupling technology can dynamically adjust the number of marshaling vehicles, thereby achieving real-time and flexible matching of line capacity and passenger flow needs, and has therefore become a research hotspot in the industry today.

[0003] Currently, research on dynamic marshaling of virtual trains focuses primarily on designing methods at the train dispatching management layer, while methods at the train control layer are less common. During dynamic marshaling, the tracking distance between train units must be reduced from a larger value before establishment to a smaller value after formation. The train control layer is responsible for controlling the operation of each train unit and reducing the tracking distance while meeting safety requirements.

[0004] In virtual marshaling, an emergency braking intervention (EBI) speed is set as a safety condition. When a train unit exceeds the EBI speed, emergency braking is applied. In practice, the EBI speed is typically calculated as a function of multiple input parameters (position, speed, acceleration, and train performance) and high-order nonlinearities (used to calculate the relative braking trajectory of the train). Therefore, calculating the EBI speed requires significant computing resources.

[0005] During the dynamic formation process, the trailing train should run at a higher speed as possible, gradually shortening the tracking gap with the leading train. However, the EBI speed of the trailing train also decreases. Therefore, using existing control methods that only consider the current EBI speed can lead to untimely control command adjustments and the possibility of the trailing train overspeeding. Furthermore, due to the complexity of EBI speed calculation, predictive control methods (such as model predictive control) require excessive computing resources, making it difficult to meet the real-time requirements of engineering algorithms. Summary of the Invention

[0006] The purpose of the present invention is to provide a control method and system for the dynamic formation establishment of a virtual formation train, which can efficiently and quickly shorten the tracking distance of train units without triggering emergency braking, thereby realizing the dynamic formation establishment of a virtual formation train.

[0007] To achieve the above object, the present invention provides the following solutions:

[0008] A control method for establishing a dynamic marshaling of a virtual train, comprising:

[0009] The following vehicle receives the predicted trajectory generated by the preceding vehicle at the previous moment;

[0010] Plan the recommended driving curve for the preceding vehicle with the goal of achieving the target operating speed;

[0011] Based on the predicted trajectory of the preceding vehicle at the previous moment and the emergency braking trigger speed calculation function, the recommended driving curve for the following vehicle is planned with the goal of shortening the tracking distance with the preceding vehicle as quickly as possible.

[0012] Based on the current status of the leading and following vehicles and the recommended driving curves, combined with the target speed calculation function, the predicted running trajectories of the leading and following vehicles in the future control cycle are calculated respectively;

[0013] The predicted running trajectories of the leading and following vehicles in the future control cycle are used as control targets, and the control commands of the leading and following vehicles at the current moment are calculated respectively;

[0014] The leading vehicle and the trailing vehicle are controlled separately according to the control command at the current moment, so as to control the leading vehicle and the trailing vehicle to operate in accordance with the recommended driving curve planning.

[0015] A control system for establishing dynamic marshaling of a virtual marshaling train, the control system comprising: a planning layer and a control layer equipped on each train unit;

[0016] The planning layer is used to receive the predicted running trajectories of other train units and plan the recommended driving curve of the train unit based on the predicted running trajectories;

[0017] The control layer is used to calculate the predicted running trajectory of the train unit based on the recommended driving curve of the train unit, determine the control command with the predicted running trajectory as the control target, and send the predicted running trajectory of the train unit to other train units.

[0018] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0019] The present invention discloses a control method and system for the dynamic marshaling establishment of a virtual marshaling train. According to the predicted running trajectory generated by the leading car at the previous moment, combined with the emergency brake trigger speed calculation function, the recommended driving curve of the following car is planned with the goal of shortening the tracking distance with the leading car as quickly as possible. This can foresee the trend of EBI speed decrease in advance, and achieve the goal of efficiently and quickly shortening the tracking distance of train units without triggering emergency braking. The dynamic marshaling establishment of the virtual marshaling train is realized by predicting the future driving trajectory of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0021] Figure 1 A flowchart of a control method for establishing dynamic marshaling of a virtual marshaling train provided by an embodiment of the present invention;

[0022] Figure 2 A schematic diagram of a control method for establishing dynamic marshaling of a virtual train provided by an embodiment of the present invention;

[0023] Figure 3 A structural diagram of a control system for establishing dynamic marshaling of a virtual train provided by an embodiment of the present invention;

[0024] Figure 4 A schematic diagram of the train unit speed and tracking spacing results during the dynamic formation establishment process provided by an embodiment of the present invention, with two trains stationary and an initial train spacing of 300 meters;

[0025] Figure 5 A schematic diagram of the train unit speed and tracking spacing results during the dynamic formation establishment process, provided by an embodiment of the present invention, when two trains are stationary and the initial spacing is 100 meters;

[0026] Figure 6 A schematic diagram of the train unit speed and tracking spacing during dynamic formation establishment, provided by an embodiment of the present invention, when the leading train speed is greater than the target speed, the trailing train is stationary, and the initial train spacing is 300 meters;

[0027] Figure 7 A schematic diagram of the train unit speed and tracking spacing during dynamic formation establishment, provided in an embodiment of the present invention, with both leading and trailing trains at relatively high speeds and an initial train spacing of 200 meters;

[0028] Figure 8A schematic diagram of the train unit speed and tracking distance results provided by an embodiment of the present invention is provided when two cars are stationary, the initial spacing is 100 meters, and the rear car tracks the real-time EBI speed during the dynamic formation establishment process. DETAILED DESCRIPTION

[0029] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 making creative efforts are within the scope of protection of the present invention.

[0030] The purpose of the present invention is to provide a control method and system for the dynamic formation establishment of a virtual formation train, which can efficiently and quickly shorten the tracking distance of train units without triggering emergency braking, thereby realizing the dynamic formation establishment of a virtual formation train.

[0031] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0032] like Figure 1 and Figure 2 As shown, an embodiment of the present invention provides a control method for dynamically establishing a virtual train formation. The embodiment of the present invention is described using a virtual train formation consisting of two train units (a front train and a rear train) as an example. The application of the present invention to more train units can be easily expanded.

[0033] An embodiment of the present invention provides a control method for establishing a dynamic marshaling of a virtual train, including:

[0034] Step 1: The following vehicle receives the predicted trajectory generated by the preceding vehicle at the previous moment.

[0035] The position, velocity and acceleration of train unit i at time k are expressed as s i,k , v i,k , a i,k Indicates, where i=1, 2 represents the front and rear vehicles respectively. It is recommended to use the position, speed and acceleration on the driving curve respectively. Indicates that, where p=1,2,…,L k , L k Indicates the length of the recommended driving curve; the position, speed, and acceleration on the predicted trajectory in the future are respectively expressed as Represents, where j = 1, 2, ..., N, N represents the prediction time domain length; the sampling interval between adjacent sampling moments is τ.

[0036] Receive the predicted running trajectory generated by other train units at the previous moment Where j = 1, 2, ..., N; and the target running speed vr of the preceding vehicle during the dynamic formation establishment process.

[0037] Step 2: Plan the recommended driving curve for the preceding vehicle with the goal of achieving the target operating speed.

[0038] First, determine whether it is the first moment of dynamic formation establishment: if so, initialize the train recommended driving curve

[0039] If the current recommended driving curve is in the initialization state, then for j=0,1,…,N-1, calculate the recommended driving curve And set the recommended driving curve length L k =N; otherwise, for j=L k ,calculate And set the recommended driving curve length L k =L k +1. The recommended driving curve planning for the preceding vehicle is achieved through the following steps:

[0040] (1) Calculation and Get the potential position of the preceding vehicle at time p on the recommended driving curve and the potential speed at time p on the recommended driving curve in, and are the speed and acceleration of the preceding vehicle at time p on the recommended driving curve, and τ is the sampling interval between adjacent sampling moments; the potential speed of the preceding vehicle at time p on the recommended driving curve is determined in turn below. The target running speed v of the preceding vehicle r relationship;

[0041] (2) If the potential speed at time p on the recommended driving curve The target running speed v of the preceding vehicle r The difference satisfies and According to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve

[0042] Among them, δv s , δa are the first and second thresholds respectively, δv s >0 and δa>0.

[0043] (3) If the potential speed at time p on the recommended driving curve Lower than the target running speed v of the vehicle ahead r , and at this time, the train can switch from traction to cruising so that the cruising speed is no higher than the target running speed v of the preceding vehicle. r ,Right now

[0044]

[0045] According to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve

[0046] in, It is the impact rate constraint in the recommended driving curve.

[0047] (4) If the potential speed at time p on the recommended driving curve Lower than the target running speed v of the vehicle ahead r , and at this time, the traction can keep the front vehicle speed no higher than the target speed v r ,Right now

[0048] and

[0049] According to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve

[0050] Among them, a max It is the maximum acceleration constraint in the recommended driving curve.

[0051] (5) If the potential speed at time p on the recommended driving curve Higher than the target running speed v of the vehicle ahead r , and at this time, switching from braking to cruising can make the cruising speed not lower than the target running speed v of the vehicle ahead r ,Right now

[0052]

[0053] According to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve

[0054] (6) If the potential speed at time p on the recommended driving curve Lower than the target running speed v of the vehicle ahead r , and continuous braking can ensure that the speed of the vehicle ahead is not lower than the target running speed v of the vehicle ahead r , then according to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve

[0055] Among them, a min It is the minimum acceleration constraint in the recommended driving curve.

[0056] (7) Based on the acceleration of the preceding vehicle at time p+1 on the recommended driving curve Using the formula and Calculate the speed of the preceding vehicle at time p+1 on the recommended driving curve and location

[0057] in, is the position of the preceding vehicle at time p on the recommended driving curve.

[0058] Step 3: Based on the predicted trajectory of the leading vehicle at the previous moment, the recommended driving curve for the following vehicle is planned with the goal of shortening the tracking distance with the leading vehicle as quickly as possible.

[0059] It is believed that the fastest running speed that the following vehicle can reach is determined by the function The input variables are the position, speed, and acceleration of the leading vehicle and the position, speed, and acceleration of the trailing vehicle. The fastest running speed is equal to the EBI speed minus a control margin value. The input parameters of this function should be as similar as possible to the calculation function of the EBI speed. Otherwise, the missing input parameters should be handled as the safety side. For clarity and simplicity, we abbreviate this function as where x 1,p with x 2,p They represent the parameter sets related to the front and rear vehicles in the input parameters respectively.

[0060] If the current recommended driving curve is in the initialization state, then for p=0,1,…,N-1,calculate And set the recommended driving curve length L k =N; otherwise, for p=L k ,calculate And set the recommended driving curve length L k =L k +1.

[0061] The recommended driving curve planning for the following vehicle is achieved through the following steps:

[0062] (1) Calculation and Calculate the potential position of the following vehicle at time p on the recommended driving curve and the potential speed at time p on the recommended driving curve in, and They are the speed and acceleration of the following vehicle at time p on the recommended driving curve respectively; the potential speed of the recommended driving curve at time p is judged in turn below Relationship to the fastest running speed;

[0063] (2) If the potential speed at time p on the recommended driving curve The difference between the fastest running speed that the following vehicle can reach satisfies and According to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve in, is the fastest running speed that the following vehicle can reach at time p+1 on the recommended driving curve, x 1,p+1 with x 2,p+1 They respectively represent the parameter sets related to the front and rear vehicles in the input parameters of the fastest running speed function that the rear vehicle can achieve at time p+1 on the recommended driving curve;

[0064] If <N,x 1,j+1 Predicted trajectory of the preceding vehicle Decision; if j≥N, x 1,j+1 Predicted trajectory of the preceding vehicle decision; and x 2,j+1 From the rear car Decide.

[0065] (3) If the potential speed at time p on the recommended driving curve Lower than the fastest running speed that the following car can reach, and at this time, the train cruising speed can be changed from traction to cruising so that the cruising speed is no higher than the fastest running speed that the following car can reach, that is,

[0066]

[0067] According to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve

[0068] (4) If the potential speed at time p on the recommended driving curve Lower than the fastest running speed that the following vehicle can reach, and at this time, maintaining traction can make the speed of the following vehicle still not higher than the fastest running speed that the following vehicle can reach, that is,

[0069]

[0070] According to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve

[0071] (5) If the potential speed at time p on the recommended driving curve Higher than the fastest running speed that the following vehicle can reach, and at this time, switching from braking to cruising can make the cruising speed not lower than the fastest running speed that the following vehicle can reach, that is,

[0072]

[0073] According to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve

[0074] (6) If the potential speed at time p on the recommended driving curve If the speed of the rear vehicle is lower than the fastest speed that the rear vehicle can reach, and the continuous application of the brakes can make the speed of the rear vehicle still not lower than the fastest speed that the rear vehicle can reach, then according to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve

[0075] (7) Based on the acceleration of the following vehicle at time p+1 on the recommended driving curve Using the formula and Calculate the speed of the following vehicle at time p+1 on the recommended driving curve and location in, is the position of the following vehicle at time p on the recommended driving curve.

[0076] Step 4: Based on the current states of the leading and following vehicles and the recommended driving curves, the predicted operating trajectories of the leading and following vehicles in the future control cycle are calculated respectively.

[0077] The specific calculation method is as follows:

[0078] (1) Calculate the target speed of the train at its current location:

[0079] (2) Based on the position and speed at time j, calculate the target position and target speed at the next time j+1 and j=0,1,…,N-1;

[0080] (3) Calculate the target acceleration by taking the difference based on the target velocity j=0,1,…,N-1.

[0081] Among them, the calculation function of the target speed is Defined as st

[0082] Step 5: Take the predicted running trajectories of the leading and following vehicles in the future control cycle as the control targets, and calculate the control commands of the leading and following vehicles at the current moment respectively.

[0083] Step 6: Control the front vehicle and the rear vehicle respectively according to the control command at the current moment, so as to control the front vehicle and the rear vehicle to operate in accordance with the recommended driving curve planning.

[0084] Possible control methods include model predictive control, PID control, sliding mode control, etc. The calculated control commands are applied to the train, thereby controlling the train to run according to the recommended driving curve planning, ultimately achieving the dynamic formation of virtual trains.

[0085] During the process of establishing a dynamic marshaling of a virtual train, the control method of the present invention is beneficial in that:

[0086] Preventing train units from triggering emergency braking: The present invention predicts the future driving trajectory of the train unit and plans the recommended driving curve of the vehicle in the future in combination with the EBI speed calculation function, so as to foresee the trend of EBI speed decrease in advance, and achieve the goal of efficiently and quickly shortening the tracking distance of the train unit without triggering emergency braking, thereby realizing the dynamic formation establishment of virtual marshaling trains.

[0087] The embodiment of the present invention also provides a control system for establishing a virtual train dynamic formation, such as Figure 3 As shown, it includes: a planning layer and a control layer equipped on each train unit.

[0088] The planning layer receives the predicted trajectories of other train units and plans the recommended driving curve for the train unit based on the predicted trajectories. The control layer calculates the predicted trajectory of the train unit based on the recommended driving curve of the train unit, determines control commands using the predicted trajectory as the control target, and sends the predicted trajectory of the train unit to other train units.

[0089] Specifically, the planning layer includes: an information interaction processing module and a recommended driving curve calculation module.

[0090] Information interaction processing module: responsible for processing information interaction with external systems and other train units, such as receiving information such as the train destination, line conditions (for example, track slope, curvature, road speed limit) from the Automatic Train Supervision (ATS) system and the trackside resource control system, and receiving the predicted running trajectory of other train units in the future, etc., and outputting this information to the recommended driving curve planning module.

[0091] The recommended driving curve calculation module is used to calculate the recommended driving curve for the train unit based on the unit's status information and the predicted trajectories of other train units, and output the recommended driving curve to the control layer. The unit's status information includes the train's real-time position, speed, acceleration, etc., which can be obtained through the transponder and speed and acceleration sensors.

[0092] The control layer includes a trajectory prediction module and a control command generation module. The trajectory prediction module calculates the predicted trajectory of the train unit in the future control cycle based on the current real-time status of the train unit and its recommended driving curve. The control command generation module determines control commands based on the predicted trajectory as the control target, outputs the control commands to the train unit, and simultaneously sends the predicted trajectory of the train unit to other train units.

[0093] The proposed hierarchical control system consists of two layers: the upper layer calculates the recommended driving curves for all train units online, while the lower layer generates and applies control commands based on these curves to the trains. This system, while requiring minimal computing resources, enables dynamic control of the formation and establishment of virtual trains, while also preventing train units from triggering emergency braking.

[0094] During the process of establishing a virtual train formation, the control system of the present invention is beneficial in that:

[0095] Saving Computing Resources: This invention utilizes a distributed architecture, with each train unit calculating its own recommended driving curve based on the predicted trajectories of other train units. It also employs an online iteration approach, with each control cycle expanding upon the previous recommended driving curve. This design significantly simplifies the computational complexity of the recommended driving curve planning problem, saving significant computing resources and enabling this invention to meet the real-time requirements of engineering algorithms.

[0096] Experiments were conducted on four scenarios to verify the effectiveness of the system and method provided by the present invention.

[0097] The first scenario is when the two trains are stationary and the initial distance between them is large. The initial distance between the trains is set to 300 meters. The train unit speed and tracking distance in the dynamic formation establishment process are as follows: Figure 4 As shown in the figure, the leading vehicle tows from zero speed to a target operating speed of 7 m / s, maintaining a cruising speed. The trailing vehicle initially maintains towing, shortening the tracking gap with the leading vehicle. As the trailing vehicle's speed approaches the EBI speed, the trailing vehicle switches from towing to a constant cruising speed. As the EBI speed of the trailing vehicle begins to decrease, the trailing vehicle begins braking, and the rate of decrease in the trailing vehicle's speed matches the rate of decrease in the EBI speed. Ultimately, the two vehicles stop at the platform, maintaining the target 5-meter distance.

[0098] The second scenario is a scenario where the two trains are stationary and the initial distance is small. The initial distance between the trains is set to 100 meters. The train unit speed and tracking distance during the dynamic formation establishment process are as follows: Figure 5 As shown in the figure, the leading vehicle is pulled from zero speed to a target operating speed of 7 m / s while cruising. The trailing vehicle initially maintains the trailing speed, shortening the tracking gap with the leading vehicle. Then, the trailing vehicle proactively responds to the decreasing EBI speed trend and begins braking. During the trailing vehicle's braking process, the trailing vehicle's speed decreases at the same rate as the EBI speed decrease. The two vehicles then maintain the same cruising speed and finally stop at the platform, maintaining the target 5-meter gap.

[0099] The third scenario is that the leading train speed is greater than the target speed, the trailing train is stationary, and the initial train spacing is 300 meters. Figure 6 As shown in the figure, since the leading vehicle's initial speed is greater than the target speed, it begins braking to the target cruising speed of 7 m / s. The trailing vehicle initially maintains a trailing distance from the leading vehicle, shortening the tracking gap. As the trailing vehicle's speed approaches the EBI speed, it shifts from a trailing distance to a constant cruising speed. As the EBI speed of the trailing vehicle begins to decrease, the trailing vehicle begins braking, with the speed reduction matching that of the EBI. The two vehicles then maintain a constant cruising speed, ultimately coming to a stop at the platform with a 5-meter target distance between them.

[0100] The fourth scenario is that both the front and rear trains are at a high speed and the initial distance between the trains is 200 meters. The train unit speed and tracking distance during the dynamic formation establishment process are as follows: Figure 7 As shown in the figure, because the leading vehicle's initial speed was greater than the target speed, it began braking to the target cruising speed of 7 m / s. The trailing vehicle initially maintained cruising speed; it responded to the EBI's decreasing speed in advance and began braking. During the trailing vehicle's braking process, the trailing vehicle's speed decreased at the same rate as the EBI's speed. Ultimately, the two vehicles stopped at the platform, maintaining the target distance of 5 meters.

[0101] In contrast, the rear train only relies on the real-time EBI speed to calculate the maximum operating speed during the dynamic formation process and uses it as the target for control. In the second scenario, the experiment is conducted. The train unit speed and tracking spacing during the dynamic formation establishment process are as follows: Figure 8 As shown in Figure 2, the following vehicle cannot predict the trend of EBI speed decrease in advance, so it starts braking at 18 seconds, but the overspeed triggers emergency braking at 19 seconds; Figure 5 In the experiment shown, the following vehicle controlled by the present invention predicts the decreasing speed trend of the EBI in advance and starts braking at the 15th second, thereby avoiding overspeeding and triggering emergency braking.

[0102] The above results reflect one of the benefits of the present invention: the system and method provided by the present invention can foresee the trend of EBI speed decrease in advance, so as to efficiently and quickly shorten the tracking distance of train units without triggering emergency braking, and realize the dynamic formation establishment of virtual marshaling trains.

[0103] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0104] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only intended to help understand the method and core concept of the present invention. At the same time, those skilled in the art will find that the specific implementation methods and application scopes may vary based on the concept of the present invention. In summary, the contents of this specification should not be construed as limiting the present invention.

Claims

1. A control method for establishing dynamic marshaling of a virtual train, characterized in that: include: The following vehicle receives the predicted trajectory generated by the preceding vehicle at the previous moment; Plan the recommended driving curve for the preceding vehicle with the goal of achieving the target operating speed; According to the predicted running trajectory generated by the leading vehicle at the previous moment, combined with the emergency braking trigger speed calculation function, with the goal of shortening the tracking distance with the leading vehicle as quickly as possible, the recommended driving curve of the following vehicle is planned; specifically, it is determined whether the current moment is the first moment of dynamic formation establishment to obtain a second judgment result; if the second judgment result indicates yes, the recommended driving curve is determined to be in an initialized state, and the value of the moment p on the recommended driving curve is set to: p = 0, 1, ..., N-1, and the state of the moment p = 0 in the recommended driving curve is initialized as the current state of the following vehicle; according to the current state of the following vehicle, combined with the emergency braking trigger speed calculation function, with the goal of shortening the tracking distance with the leading vehicle as quickly as possible, the recommended driving curve is planned; if the second judgment result indicates no, the length of the recommended driving curve is set to L k +1; Based on the current state of the following vehicle and the calculation function of the emergency braking trigger speed, the recommended driving curve is planned with the goal of shortening the tracking distance with the leading vehicle as quickly as possible; where N is the predicted time domain length of the predicted running trajectory, L k The length of the planned recommended driving curve; Based on the current status of the leading and following vehicles and the recommended driving curves, combined with the target speed calculation function, the predicted running trajectories of the leading and following vehicles in the future control cycle are calculated respectively; The predicted running trajectories of the leading and following vehicles in the future control cycle are used as control targets, and the control commands of the leading and following vehicles at the current moment are calculated respectively; The leading vehicle and the trailing vehicle are controlled separately according to the control command at the current moment, so as to control the leading vehicle and the trailing vehicle to operate in accordance with the recommended driving curve planning.

2. The control method for establishing dynamic marshaling of a virtual train according to claim 1, characterized in that: The recommended driving curve for the preceding vehicle is planned with the goal of achieving the target operating speed, specifically including: Determine whether the current moment is the first moment of dynamic grouping establishment, and obtain a first determination result; If the first judgment result indicates yes, the recommended driving curve is determined to be in an initialized state, the values ​​at time p on the recommended driving curve are set to: p = 0, 1, ..., N-1, and the state at time p = 0 in the recommended driving curve is initialized as the current state of the preceding vehicle; wherein the current state includes position, velocity, and acceleration; Plan a recommended driving curve based on the current status of the preceding vehicle, aiming to achieve the target operating speed; If the first judgment result indicates no, then the length of the recommended driving curve is set to L k +1; Based on the current status of the preceding vehicle, a recommended driving curve is planned with the goal of achieving the target operating speed.

3. The control method for establishing dynamic marshaling of a virtual train according to claim 2, characterized in that: The recommended driving curve is planned based on the current state of the preceding vehicle with the goal of achieving the target operating speed, specifically including: Using the formula Calculate the potential speed of the preceding vehicle at time p on the recommended driving curve in, and are the speed and acceleration of the preceding vehicle at time p on the recommended driving curve, and τ is the sampling interval between adjacent sampling moments; If the potential speed at time p on the recommended driving curve The target running speed v of the preceding vehicle r The difference satisfies and According to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve Among them, δv s , δa are the first and second thresholds respectively, δv s >0 and δa>0; If the potential speed at time p on the recommended driving curve Lower than the target running speed v of the vehicle ahead r , and at this time, the train can switch from traction to cruising so that the cruising speed is no higher than the target running speed v of the preceding vehicle. r , then according to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve in, It is the impact rate constraint in the recommended driving curve; If the potential speed at time p on the recommended driving curve Lower than the target running speed v of the vehicle ahead r , and at this time, maintaining traction can make the speed of the front vehicle still not higher than the target speed v r , then according to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve Among them, a max is the maximum acceleration constraint in the recommended driving curve; If the potential speed at time p on the recommended driving curve Higher than the target running speed v of the vehicle ahead r , and at this time, switching from braking to cruising can make the cruising speed not lower than the target running speed v of the vehicle ahead r , then according to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve If the potential speed at time p on the recommended driving curve Lower than the target running speed v of the vehicle ahead r , And continuous braking can ensure that the speed of the vehicle ahead is not lower than the target running speed v of the vehicle ahead r , then according to the formula Output the acceleration of the preceding vehicle at time p+1 on the recommended driving curve Among them, a min It is the minimum acceleration constraint in the recommended driving curve; According to the acceleration of the preceding vehicle at time p+1 on the recommended driving curve Using the formula and Calculate the speed of the preceding vehicle at time p+1 on the recommended driving curve and location in, is the position of the preceding vehicle at time p on the recommended driving curve.

4. The control method for establishing dynamic marshaling of a virtual train according to claim 3, characterized in that: The recommended driving curve is planned based on the current state of the following vehicle and the emergency brake trigger speed calculation function, with the goal of shortening the tracking distance with the leading vehicle as quickly as possible. Specifically, it includes: According to the formula Calculate the potential speed of the following vehicle at time p on the recommended driving curve in, and are the speed and acceleration of the following vehicle at time p on the recommended driving curve; If the potential speed at time p on the recommended driving curve The difference between the fastest running speed that the following vehicle can reach satisfies and According to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve in, x is the fastest running speed that the following vehicle can reach at time p+1 on the recommended driving curve. The fastest running speed is equal to the emergency braking trigger speed minus the control margin value; 1,p+1 with x 2,p+1 They represent the set of parameters related to the front and rear vehicles in the input parameters of the fastest running speed function that the rear vehicle can achieve at time p+1 on the recommended driving curve. The input parameters of the fastest running speed function are the same as the input parameters of the emergency braking trigger speed calculation function; If the potential speed at time p on the recommended driving curve If the speed is lower than the fastest speed that the following vehicle can reach, and the train can be switched from traction to cruising so that the cruising speed is no higher than the fastest speed that the following vehicle can reach, then according to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve If the potential speed at time p on the recommended driving curve If the speed of the vehicle behind the vehicle is lower than the fastest speed that the vehicle behind the vehicle can reach, and the vehicle behind the vehicle can maintain traction so that the speed of the vehicle behind the vehicle is still no higher than the fastest speed that the vehicle behind the vehicle can reach, then according to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve If the potential speed at time p on the recommended driving curve If the speed is higher than the fastest speed that the following vehicle can reach, and the change from braking to cruising can make the cruising speed no lower than the fastest speed that the following vehicle can reach, then according to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve If the potential speed at time p on the recommended driving curve If the speed of the vehicle behind is lower than the fastest speed that the vehicle behind can reach, and the braking is continued to make the speed of the vehicle behind still not lower than the fastest speed that the vehicle behind can reach, then according to the formula Output the acceleration of the vehicle at time p+1 on the recommended driving curve According to the acceleration of the following vehicle at time p+1 on the recommended driving curve Using the formula and Calculate the speed of the following vehicle at time p+1 on the recommended driving curve and location in, is the position of the following vehicle at time p on the recommended driving curve.

5. The control method for establishing dynamic marshaling of a virtual train according to claim 4, characterized in that: The method of calculating the predicted running trajectories of the leading vehicle and the following vehicle in the future control cycle based on the current states of the leading vehicle and the following vehicle and the recommended driving curve in combination with the target speed calculation function specifically includes: Define the calculation function of the target speed based on the recommended driving curve of the train for: Where, i=1,2, representing the front car and the rear car respectively; s i is the position of train i; are the speed and position of the train on the recommended driving curve corresponding to time j in the future control cycle, are the speed and position of the train on the recommended driving curve corresponding to time j+1 in the future control cycle; Based on the calculation function of the target speed, the formula and Calculate the predicted target position of the train at time j+1 in the future control cycle and predicted target speed Where, is the predicted target position and predicted target speed of the train at time j in the future control cycle; where j = 0, 1, ..., N-1; The predicted target speed Make a difference and calculate the predicted target acceleration of the train at time j+1 in the future control cycle 6. The control method for establishing dynamic marshaling of a virtual train according to claim 1, characterized in that: The control method for controlling the leading vehicle and the trailing vehicle respectively according to the control command at the current moment includes: model predictive control, PID control and sliding mode control.

7. A control system for establishing dynamic marshaling of virtual trains, characterized in that: The control system is used to implement the control method for establishing a dynamic marshaling of a virtual marshaling train according to any one of claims 1 to 6, and the control system comprises: a planning layer and a control layer equipped on each train unit; The planning layer is used to receive the predicted running trajectories of other train units and plan the recommended driving curve of the train unit based on the predicted running trajectories; The control layer is used to calculate the predicted running trajectory of the train unit based on the recommended driving curve of the train unit, determine the control command with the predicted running trajectory as the control target, and send the predicted running trajectory of the train unit to other train units.

8. The control system for establishing dynamic marshaling of a virtual train according to claim 7, characterized in that: The planning layer includes: an information interaction processing module and a recommended driving curve calculation module; The information interaction processing module is used to receive the predicted running trajectory of other train units; The recommended driving curve calculation module is used to plan the recommended driving curve of the train unit according to the status information of the train unit and the predicted running trajectory of other train units, and output the recommended driving curve of the train unit to the control layer.

9. The control system for establishing dynamic marshaling of a virtual train according to claim 7, characterized in that: The control layer includes: an operation trajectory prediction module and a control command generation module; The running trajectory prediction module is used to calculate the predicted running trajectory of the train unit in the future control cycle based on the current real-time status of the train unit and the recommended driving curve of the train unit; The control command generation module is used to determine the control command with the predicted running trajectory as the control target, and output the control command to the train unit, and at the same time send the predicted running trajectory of the train unit to other train units.

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