Virtual consist train control system

Abstract

The virtual marshalling train operation control system disclosed by the application relates to the technical field of track traffic train operation control. The system adopts a train layer VOBC-VC module, collects information of all train units, uniformly manages all train units as a train, uniformly processes information interaction between the virtual marshalling train and ground equipment, can be directly superimposed on the existing system, and has good downward compatibility. Moreover, compared with the existing design of train unit train-to-train information interaction and all train units train-to-ground communication with the ground subsystem, the application only needs to communicate with the ground subsystem by using the train layer VOBC-VC module on the basis of train-to-train information interaction, greatly reduces the communication cost, solves the existing problems of virtual marshalling technology popularization and application difficulties and the influence of the system availability caused by the simple guide safety side processing mode and the like.

Description

Technical Field

[0001] This invention relates to the field of rail transit train operation control technology, and in particular to a virtual train formation operation control system. Background Technology

[0002] As a crucial means of transportation that alleviates traffic congestion and offers convenience, greenness, and efficiency, urban rail transit (hereinafter referred to as "urban rail") has achieved remarkable results in recent years. However, with the continuous growth of its network scale, the uneven spatial and temporal distribution of passenger flow and its unpredictable dynamic changes have become increasingly prominent. The urban rail sector urgently needs to further optimize the utilization efficiency of vehicle and track resources, thereby placing higher demands on achieving a more precise match between transport capacity and passenger volume. To address these needs, Virtual Coupling (VC) technology is a widely discussed and potentially viable solution.

[0003] Virtual train formation technology, based on vehicle-to-vehicle information interaction and active control, virtually couples multiple trains (units) together to operate as a single train. The entire system formed by this virtual coupling is called a "virtual train formation," and each part of this virtual train formation is called a train unit. This technology allows train units that are not physically coupled together to operate like traditional couplings, thus better adapting to the needs of rail transit operation and management. That is, after forming a virtual train formation, each train unit must be managed and operated as a single train. Compared to coupling-based connections, virtual formation technology enables online, dynamic, and flexible adjustments to vehicle configuration and formation methods, thereby improving the effective utilization of vehicle and track resources. It can meet the high capacity demands during peak passenger flows while reducing empty running rates during off-peak hours. Therefore, by developing virtual train formation technology, controlling the safe and efficient online dynamic formation and disassembly of train units according to plan, and maintaining stable operation and synchronous control with small intervals through virtual formation, it is possible to reduce train operation energy consumption and save transportation costs without reducing the quality of urban rail transit services, which is of great significance to the green and sustainable development of urban rail transit.

[0004] Currently, while Communication Based Train Control (CBTC) systems in urban rail transit can be partially upgraded to add the vehicle-to-vehicle information exchange functionality required for virtual train formation operation, it remains difficult to manage all unit trains within a virtual train formation as a single train. Therefore, realizing virtual train formation operation still presents significant challenges. Existing virtual train formation control systems, in addition to establishing vehicle-to-vehicle information exchange between each train unit, also require each train unit to communicate with the ground system separately. The ground equipment then manages all train units and handles conflicting information, resulting in substantial modifications to the ground system. For example, the ground system needs to allocate track resources between two train units, issue Movement Authority (MA), issue platform countdowns, and open / close platform screen doors. However, the track resources occupied by two train units and the allocated MA conflict with traditional train control principles. Therefore, implementing virtual train formation functionality requires significant and complex modifications to the ground system, hindering the widespread application of virtual train formation technology. Moreover, the numerous inter-system interfaces not only consume significant communication and computing resources, but also pose security risks if the principles governing the use of information are not clearly defined, or affect system availability due to simplistic security-oriented processing methods. Summary of the Invention

[0005] To address the aforementioned problems in the existing technology, this invention provides a virtual train formation operation control system.

[0006] To achieve the above objectives, the present invention provides the following solution:

[0007] A virtual train formation operation control system includes: an ATS subsystem, a TMC subsystem, and a VOBC subsystem; the VOBC subsystem includes a train-level VOBC-VC module and a unit-level VOBC-VC module.

[0008] The ATS subsystem communicates with the VOBC-VC module of the train level; the ATS subsystem is used to manage the communication objects with the virtual train, the formation plan of the virtual train, and the operation plan of the virtual train, to manage and monitor the status of the virtual train, and to trigger formation and deformation commands.

[0009] The TMC subsystem communicates with the VOBC subsystem; the TMC subsystem is used to manage train communication in virtual train formations, to supervise and manage online trains, and to manage and supervise the trackside resource status of virtual train formations.

[0010] The VOBC subsystem is used for communication and information management of virtual train formations, for safety protection of virtual train formations, and for executing automatic driving control functions of virtual train formations.

[0011] Optionally, the ATS subsystem manages the communication objects between itself and the virtual train formation, including: sending command information and receiving status information of all train units transmitted by the train-level VOBC-VC module; the command information includes train number, direction of travel, formation plan, turnaround command, target platform, timetable, and the role of the ATS subsystem in the virtual train formation; the status information includes: train number, direction of travel, target platform, formation status, position, and speed.

[0012] Optionally, the ATS subsystem manages the formation plan and operation plan of the virtual train formation, including: storing and recalling the virtual train formation plan and operation plan; generating the virtual train formation plan; determining the location, time, and train numbers involved in the formation / deformation; generating the virtual train operation plan; and creating the train timetable.

[0013] Optionally, the ATS subsystem triggers formation and disbanding commands, including: checking whether the trains related to the formation and disbanding plans meet the formation / disbanding conditions according to the formation and disbanding plans; if the formation / disbanding conditions are met, sending formation / disbanding commands, along with the time, location, and involved train units, to the trains related to the formation and disbanding plans; if the formation / disbanding conditions are not met, no action is taken.

[0014] Optionally, when a disturbance occurs during the operation of a virtual train formation, the ATS subsystem adjusts the operation plan based on the remaining time between stations; the adjusted operation plan is sent to the TMC subsystem and the train-level VOBC-VC module; the train-level VOBC-VC module controls the train to execute the formation and de-formation plan or the operation plan.

[0015] Optionally, the TMC subsystem performs online train monitoring and management, including: determining the completion status of the formation / deformation process and determining the completion time of the formation / deformation process; adjusting the formation and deformation plans when the completion time of the formation / deformation process is not within the specified time range; and taking no action when the completion time of the formation / deformation process is within the specified time range.

[0016] Optionally, the TMC subsystem performs online train supervision and management, and manages the communication objects between the TMC subsystem and the virtual train formation, including: switching the communication link between the TMC subsystem and the virtual train formation unit according to the information of the train level VOBC-VC module, monitoring the number of online virtual train formations in real time, and obtaining the status information of the virtual train formations from the train level VOBC-VC module; the status information includes: train number, position, direction of travel, and target platform.

[0017] Optionally, the TMC subsystem manages and monitors the trackside resource status of virtual train formations, including: receiving trackside resource request information or route triggering request information from the train-level VOBC-VC module; checking whether the actual status of the trackside resources is idle, and checking whether there are other trains conflicting with resource occupancy; if the actual status of the trackside resources is idle and there is no conflict between other trains and resource occupancy, then the trackside resources are reserved and released or a route is requested for the virtual train formation; if the actual status of the trackside resources is idle or there is a conflict between other trains and resource occupancy, then the trackside resource usage rights of the relevant train units are transferred according to the specified command of the train-level VOBC-VC module.

[0018] Optionally, the train-level VOBC-VC module is used to manage the communication of the virtual train formation, to communicate on behalf of the virtual train formation with the ATS subsystem, TMC subsystem, and other trains outside the virtual train formation where the train-level VOBC-VC module is located, to determine the status information of the virtual train formation, to determine the MA information for generating the virtual train formation and to distribute the MA information to each train unit, to apply for trackside resource permissions and route triggering for the virtual train formation, to monitor the operating status of the virtual train formation, to formulate the virtual train formation operation control strategy, and to activate the status management function.

[0019] Optionally, the unit-level VOBC-VC module is used to manage virtual train group communication, monitor the operating status of train units, determine the protection speed of the current train unit according to the operation control strategy and MA information planned by the train-level VOBC-VC module, determine the control command of the current train unit according to the operation control strategy planned by the train-level VOBC-VC module and the status information of other train units, realize the automatic driving function of the train unit, and activate the status management function.

[0020] According to specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0021] This invention employs a train-level VOBC-VC module to aggregate information from all train units and manage them as a single train. It unifies the information exchange between the virtual train formation and ground equipment (ATS, TMC subsystems), avoiding modifications to the ground equipment's management logic for multiple train units. This allows for direct integration with existing systems, providing excellent backward compatibility and facilitating system implementation. Furthermore, compared to existing systems that require inter-train unit information exchange and vehicle-to-ground communication between all train units and the ground subsystem, this invention only requires the train-level VOBC-VC module located on any one train unit to communicate with the ground subsystem. This significantly reduces system communication costs and addresses the difficulties in promoting and applying virtual train formation technology, as well as security risks arising from unclear definitions of inter-system interface information usage principles and the impact on system availability due to simplistic safety-oriented processing methods. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This invention provides a schematic diagram of the architecture and interface of a virtual train formation operation control system.

[0024] Figure 2 A schematic diagram of the train status at time T3 for a typical train formation provided by the present invention;

[0025] Figure 3 This is a schematic diagram of the train status at time T5, a typical train formation provided by the present invention;

[0026] Figure 4 The overall runtime sequence diagram of the virtual train formation control system provided by the present invention. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] The virtual train formation operation control system provided by this invention adds a train-level VOBC-VC module to the onboard equipment and designs operational interaction rules between this module and ground equipment. This allows virtual train formations to be integrated into actual subway operations without significant modifications to the existing CBTC system. On one hand, the train-level VOBC-VC module manages the entire virtual train formation. This module collects and processes information from all train units within the virtual train formation using vehicle-to-vehicle information interaction, then treats the virtual train formation as a single entity for external communication (with ground equipment, other trains, etc.) and controls the operation of all train units within the virtual train formation, thereby reducing the complexity of virtual train formation management. On the other hand, the interaction between the train-level VOBC-VC module and ground equipment allows the virtual train formation to participate in operations like a conventional subway train, subject to scheduling. The train-level VOBC-VC module receives formation and de-formation management commands from ground equipment and reports its overall track occupancy and operational status to the ground equipment. Only additional information interaction is required, reducing the need for modifications to ground equipment to support virtual train formation operation and lowering vehicle-to-ground communication costs. Based on this, it can solve the problems of difficulties in promoting and applying virtual grouping technology in existing technologies, as well as the security risks caused by unclear definitions of the principles for using information in the inter-system interaction interfaces, or the problems that affect system availability due to simple security-oriented processing methods.

[0029] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0030] The virtual train formation control system (VC-TC system) proposed in this invention mainly consists of an Automatic Train Supervision (ATS) subsystem, a Train Management Center (TMC) subsystem, and a Vehicle On-Board Controller (VOBC) subsystem, each of which contains corresponding modules.

[0031] Taking a physical train consisting of three train units as an example, the VC-TC system structure and its interfaces are given as follows: Figure 1 As shown in the diagram. In this virtual train formation, the train unit at the front in the direction of travel is called the lead train unit, and the train units following it are called the follower train units.

[0032] For ease of distinction, the existing functional units in the original ATS subsystem, TMC subsystem, and VOBC subsystem are referred to as ATS-T, TMC-T, and VOBC-T, respectively. The newly added units specifically for handling virtual train formation-related functions are referred to as ATS-VC, TMC-VC, and VOBC-VC, respectively. VOBC-VC comprises two parts: the train-level VOBC-VC module and the unit-level VOBC-VC module. The unit-level VOBC-VC module is further composed of the ATP-VC submodule and the ATO-VC submodule.

[0033] Based on this, the interface interaction information of each unit is designed as follows.

[0034] 1) In addition to the existing interface between the ATS-T and TMC-T units, the interface between the ATS subsystem and the TMC subsystem also includes a new interface between the ATS-VC unit and the TMC-VC unit. The new interface of the ATS-VC unit should send at least the following information to the TMC-VC unit: virtual train formation plan, formation / cancellation commands, and route selection information. The new interface of the TMC-VC unit should send at least the following status information to the ATS-VC unit: virtual train position, formation status, train number, and track occupancy status.

[0035] 2) In addition to the existing interface between the TMC-T unit and the VOBC-T unit, the interface between the TMC subsystem and the VOBC subsystem also includes a new interface between the TMC-VC unit and the VOBC-VC unit. The new interface of the TMC-VC unit should at least send commands to the VOBC-VC unit, including trackside and route resource release commands, and train-level VOBC activation / sleep commands. The new interface of the VOBC-VC unit should at least send status information such as virtual train position, formation status, and train number, as well as trackside and route resource requests, to the TMC-VC unit.

[0036] 3) In addition to the existing interface between the ATS-T and VOBC-T units, the interface between the ATS subsystem and the VOBC subsystem also includes a new interface between the ATS-VC unit and the VOBC-VC unit. The new interface of the VOBC-VC unit receives formation / deformation commands, target platforms, timetables, and the train's role in the virtual train formation from the ATS-VC unit, providing information for the ATO module in the VOBC-VC unit to make decisions and control the train. The new interface of the VOBC-VC unit also sends the virtual train formation number, direction of travel, target platform, formation status, position, speed, and traction / braking performance to the ATS-VC unit for management and decision-making.

[0037] The functions of each subsystem in the VC-TC system are explained in detail below:

[0038] A. The ATS subsystem, in addition to implementing the existing functions of ATS-T, also adds virtual train formation automatic monitoring functionality to the ATS-VC unit. The ATS-VC unit functions include:

[0039] 1) Virtual train formation communication management functions: Communicates with the VOBC-VC unit at the train level to send relevant commands (train number, direction of travel, formation plan, turnaround command, target platform, timetable and its role in the virtual train formation, etc.) and receives status information (train number, direction of travel, target platform, formation status, position, speed, etc.) from the VOBC-VC module at the train level. Existing train-to-ground communication methods (such as track circuits, transponders, or wireless communication) can be used to achieve the above functions.

[0040] 2) Management of Virtual Train Formation Plans and Operation Plans: Storage and retrieval of virtual train formation plans and operation plans. Generation of virtual train formation plans, specifying the location, time, and train numbers involved in formation / deformation. Generation of virtual train operation plans, including train timetables.

[0041] 3) Triggering train formation and disassembly commands: Based on the train formation and disassembly plan, check whether the relevant train numbers meet the formation / disassembly conditions. Each train unit within a formed train must have car-to-car communication capabilities, a VOBC subsystem supporting virtual train formation mode operation, and traction and braking performance. Each train unit in a disassembled train must have the ability to communicate independently and directly with the ATS and TMC subsystems, and a VOBC subsystem supporting independent operation mode. If the formation / disassembly conditions are met, send a formation / disassembly command, along with the time, location, and relevant train units involved, to the affected train numbers.

[0042] 4) Virtual Train Formation Status Monitoring and Management: The ATS-VC module at the train level maintains interactive monitoring of the operational status of all train units within the virtual train formation as a single train. The ATS-VC determines the completion status of the train formation / deformation process and limits the completion time. If the formation / deformation process is not completed within the limited time, function 2) above will be reused to adjust the formation / deformation plan. Furthermore, when disturbances occur during the operation of the virtual train formation causing a significant deviation from the operating plan, the ATS-VC will adjust the operating plan based on the remaining time slots between stations (e.g., accelerating or decelerating) to ensure the train can complete the metro service target according to the established timetable. In abnormal situations, a regenerated operating plan (including train formation / deformation and timetable adjustments) will be sent to the TMC subsystem and the VOBC-VC module at the virtual train formation level, after which the VOBC-VC unit will control the train to form / deform or operate according to the new operating plan.

[0043] The adjustment of the train formation / decoupling plan includes: based on the train's current position and speed, determining whether a train formation can still be formed in the current section using the travel speed. If yes, a new virtual train formation plan is generated, using the current section as the formation location. If not, a new virtual train formation plan is generated, using the next section as the formation location.

[0044] B. In addition to implementing the existing functions of the TMC-T unit, the TMC subsystem also adds virtual train formation management and monitoring functions to the TMC-VC unit, including:

[0045] 1) Train communication management function: Switching the communication link between the train and related train units, the specific process is as follows:

[0046] Before the virtual train formation is established, the TMC subsystem maintains communication links with the VOBC subsystems on each train unit. Upon receiving the virtual train formation start-up information from the train-level VOBC-VC module, the TMC-VC unit disconnects its original communication links with the VOBC subsystems of other relevant train units and switches to communication with the train-level VOBC-VC. This switching of communication links is implemented through communication protocol programming.

[0047] 2) Online Train Monitoring and Management Functions: Based on information from the VOBC-VC module of the virtual train formation layer, the system monitors the number of online virtual train formations in real time; that is, the number of virtual train formations equals the number of active VOBC-VC modules. It obtains the status information of the virtual train formations (including train number, position, direction of travel, target platform, etc.) from the VOBC-VC module, clearly defining the specific location of each virtual train formation on the track, checking for issues such as duplicate train numbers, and notifying the train to make corrections according to the train number specified by the ATS subsystem. This provides a basis for the adjacent train judgment function, determining adjacent trains traveling in the same or opposite directions based on their position and direction of travel. The TMC subsystem possesses status information for all trains on the line and the status of trackside resources (turnouts, routes, etc.), providing a basis for trackside resource usage permission management or route resource management, managing the occupancy status of trackside and route resources, and checking whether multiple trains are simultaneously applying for occupied resources.

[0048] 3) Virtual train trackside resource status management and monitoring function: Receives trackside resource requests (or route trigger requests) from the train-level VOBC-VC module, checks the actual status of trackside resources to see if they are available, and checks for conflicts between other trains and resource occupancy. If available and without conflict, it reserves and releases trackside resources for the virtual train formation (or arranges and unlocks routes) and sends this command to the train-level VOBC-VC module. Based on specified commands from the train-level VOBC-VC module, it can convert the trackside resource usage permissions of related train units, with the conversion generation method as described above. In the TMC subsystem, a flag is set for trackside resources to indicate their occupied or available status. When a train requests a resource, it first checks the flag to determine if it is available, then checks if other connected trackside resources are available. If all are available, the corresponding resource is released.

[0049] C. The VOBC subsystem, in addition to implementing the existing functions of the VOBC-T unit, also adds virtual train formation communication and information management functions, virtual train formation safety protection, and automatic driving control functions to the VOBC-VC unit. The VOBC-T unit and the VOBC-VC unit are applicable to different scenarios, specifically:

[0050] When the train is running in non-virtual formation mode, the VOBC-T unit controls the train's operation (the VOBC-VC unit is disabled), and this part can use solutions provided by existing technologies. When the train is running in virtual formation mode, both the VOBC-VC unit and the VOBC-T unit are enabled. The VOBC-T unit is responsible for handling basic functions (these are not new functions added in virtual formation mode, such as measuring vehicle position, speed, acceleration, etc., and querying electronic maps), while the VOBC-VC unit is responsible for implementing new functions.

[0051] Among them, (1) the functions of the VOBC-VC module on the train level include:

[0052] 1) Manages the communication of the virtual train formation, representing the virtual train formation in unified communication with external entities (ATS subsystem, TMC subsystem, and other trains outside the virtual train formation). It communicates with the unit-level VOBC-VC modules on each train unit within the virtual train formation to complete information exchange. Simultaneously, it monitors the communication status between the unit-level VOBC-VC modules and the train-level VOBC-VC modules to ensure normal operation. If the communication status is abnormal (e.g., excessive delay, communication terminal issues), it reports to the ATS subsystem, which then triggers a train formation disassembly operation.

[0053] 2) Calculate the overall status information of the virtual train formation, including position, speed, zero speed, and platform stop accuracy. Specifically: Receive the position, speed, zero speed, and platform stop accuracy status information of each train unit within the virtual train formation, and summarize and process this information according to specified rules to obtain the overall status information of the virtual train formation. The head position of the virtual train formation is the head position of the first train unit, and the tail position is the tail position of the last train unit (not the safety tail). When all train units meet the zero speed condition (e.g., speed less than 1 km / h within 5 cycles), the virtual train formation is considered to be at zero speed. When all train units meet the platform stop accuracy condition, the virtual train formation is considered to be stopped at the platform.

[0054] 3) The MA (Movement Access) information for the virtual train formation is calculated and distributed to each train unit. Specifically, the TMC subsystem selects a route for the virtual train formation based on its trackside resource request information. The train-level VOBC-VC module generates MA information based on the available routes ahead, with the MA endpoint being the end position of the available route ahead. The train-level VOBC-VC module distributes this MA information to the VOBC-VC modules of each train unit. Then, each unit's ATP-VC submodule constrains the train unit's speed to ensure the train does not enter an unselected route.

[0055] 4) The virtual train's trackside resource permission application and route triggering application functions specifically include: applying to the TMC subsystem for trackside resources on the preceding route based on the virtual train's position and speed status; promptly requesting the release of trackside resources from the TMC subsystem after their use; and triggering a route for the virtual train to the TMC subsystem based on its position and speed status, providing relevant conditions such as train number, position, and direction of travel for unlocking the virtual train's route.

[0056] 5) Monitoring the operation status of virtual train formations: Specifically, monitor the overall operation status of virtual train formations. In case of malfunction or other necessary circumstances, it is necessary to exit the virtual "train formation operation" status, notify the ATS subsystem, and then perform the departure formation cancellation operation.

[0057] 6) The virtual train formation operation control strategy can be formulated by storing reference operation curve data between stations, including reference curves for different operating speed levels of each train unit. Based on the operation plan requirements and the train's position status, the appropriate reference operation curve between the stations is distributed to each train unit for use.

[0058] 7) System activation status management function: When needed (entering virtual formation mode and needing to be enabled), wake up the train layer VOBC-VC module and activate the relevant functions, while when the train is running in non-virtual formation mode, it can be put into a waiting state without affecting the normal operation of the existing train control system.

[0059] It should be noted that, Figure 4 To reflect the logical relationships during system operation, the train-level VOBC-VC module is located on the lead train unit. In practice, the equipment implementing the train-level VOBC-VC module can be installed on any train unit within the virtual train formation, but the module is only enabled when it acts as the lead train unit. Furthermore, Figure 1 The example given is that the VOBC-VC module is located on the lead train unit, but in fact, the module can be located on any train unit. Figure 1 In the diagram, connecting lines with arrows represent interface relationships between subsystems and modules that exchange information.

[0060] (2) The functions of the VOBC-VC module at the unit layer include:

[0061] 1) Virtual train formation mode communication management function: Specifically, within the unit-level VOBC-VC module, there exists a component responsible for unified external communication and transmitting relevant information to sub-modules within the unit-level VOBC-VC module. In virtual train formation mode, the unit-level VOBC-VC module communicates with the train-level VOBC-VC module. Both the ATP-VC and ATO-VC sub-modules report the train unit status and receive overall virtual train formation status information from the train-level VOBC-VC module. Furthermore, the ATP-VC sub-module receives MA information, and the ATO-VC sub-module receives operational control strategies (reference operating curves) and other relevant information. Additionally, the unit-level VOBC-VC module also engages in car-to-car communication with the unit-level VOBC-VC modules of other train units within the virtual train formation, exchanging information such as train unit operating status.

[0062] 3) The ATP-VC submodule monitors the operating status of the train unit. Specifically, in the event of traction / braking failure or other situations, it exits the virtual train formation operation, notifies the unit-level VOBC-VC module, and further sends a train formation release command to the ATS-VC unit.

[0063] 4) The ATP-VC submodule calculates the current train unit protection speed according to the operation control strategy and related command information such as MA planned by the train-level VOBC-VC module. This function can be implemented using solutions provided by existing technologies (see the reference "Virtual Train Formation Control Method and System Based on Dynamic Configuration of Emergency Braking Rate").

[0064] 5) The ATO-VC submodule calculates the control commands for the current train unit based on the operation control strategy planned by the VOBC-VC module at the train level and the status information received from other train units, thereby realizing the unit's automatic driving function. This function can be implemented using solutions provided by existing technologies (see the reference "Virtual Train Tracking Control System and Method Based on Model Predictive Control").

[0065] 6) The unit-level VOBC-VC module also has an activation status management function: it can wake up the relevant functions of the module when needed, and will not affect the normal operation of the existing train control system when the train is running independently.

[0066] Based on the above-described processes of virtual train formation, operation, and uncoupling, the overall operation flow of the VC-TC system is described as follows:

[0067] Step 1: Initially, multiple trains on the line operate independently at a considerable distance, without forming virtual train formations. The VC-TC system does not affect the normal operation of the CBTC system. Each train's VOBC-T unit is enabled, receives the scheduling operation plan from the ATS-T unit, continuously requests track resources from the TMC-T unit according to the plan, operates within the Mobility Authorization (MA) scope, and continuously reports its own operating status to the ATS-T and TMC-T units.

[0068] Step 2: At a certain point in operation, a virtual train formation needs to be formed to serve passengers. At this time, the ATS-VC unit begins to function, sending virtual formation commands to multiple independently operating trains. Upon receiving the command, each independent train confirms that it will be part of a virtual train formation. The train-level VOBC-VC module of the lead train unit and the unit-level VOBC-VC modules of each following train unit become active. The following train units aggregate their operational information through their unit-level VOBC-VC modules and report it to the lead train unit's train-level VOBC-VC module. The lead train unit's train-level VOBC-VC module is responsible for communicating the entire virtual train formation with the ATS and TMC subsystems. Communication between the original VOBC-T units of the following train units and the ATS and TMC subsystems is severed. The VOBC-VC module of the pilot train unit manages all train units in a coordinated manner. It interacts with the ATS and TMC subsystems as a single train (virtual formation train). In accordance with the dispatching and operation commands sent by the ATS-VC unit, it continuously requests trackside resources from the TMC-VC unit, operates within the movement authorization (MA) scope, and continuously reports the operating status of the entire virtual formation train to the ATS-VC unit and TMC-VC unit.

[0069] Step 3: When the virtual train formation needs to be de-formed, the ATS-VC unit sends a formation / de-formation command to the VOBC-VC module at the train level of the lead train unit. Upon receiving the command, the VOBC-VC module at the train level of the lead train unit forwards it to the VOBC-VC modules at the unit level of each following train unit. At this point, each train unit constituting the virtual train formation begins to control its own operation, continuously increasing the distance between itself and other train units. When the distance between train units returns to the distance required for single-car operation, each train unit reverts to an independent single-car operation. The VOBC-VC module at the train level of the original lead train unit goes into sleep mode, the VOBC-VC module at the unit level of the original following train units goes into sleep mode, and the VOBC-T unit of each single car resumes communication with the ATS subsystem and TMC subsystem, returning to the independent operation mode described in Step 1.

[0070] The entire VC-TC system's operation flow progresses from multiple independent trains operating in non-virtual formation modes, to forming a single virtual train formation, and then back to multiple independent trains. This process only requires adding VC functional units specifically for virtual train formations to the ATS and TMC subsystems. The virtual train formation, composed of multiple train units, also interacts as a single train with other trains and ground equipment under the unified management of the VOBC-VC module at the train level. The entire process has minimal impact on the existing metro CBTC system, and urban rail transit has successfully integrated this new virtual train formation operation organization method.

[0071] Based on this, the advantages of the present invention compared to the prior art are as follows:

[0072] (1) The system is convenient and easy to manage, and can be easily modified on existing CBTC systems to realize virtual train formation operation control functions, thus facilitating its widespread application: The VC-TC system of this invention is designed with a train-level VOBC-VC module to summarize the information of all train units and manage all train units as a single train, uniformly handling the information interaction between the virtual train formation and ground equipment (ATS, TMC subsystems). This design avoids modifying the management logic of ground equipment for multiple train units, and the virtual train formation is still managed as a single train. Therefore, the system of this invention can be directly superimposed on existing systems and has good backward compatibility, making system implementation convenient.

[0073] This invention adds a dedicated system module for handling virtual train formation functions to the existing CBTC system, and sets up a train-level VOBC-VC module to perform unified information management and command issuance for virtual train formation, thereby simplifying the design of the virtual train formation operation control system and improving system efficiency.

[0074] (2) Reduced communication costs: The train-level VOBC-VC module of this invention is responsible for information interaction between all train units within the virtual train formation and the ground subsystem. Compared to existing systems that use inter-train information interaction and vehicle-to-ground communication between all train units and the ground subsystem, the system of this invention only requires the train-level VOBC-VC module located on any train unit to communicate with the ground subsystem, thereby greatly reducing system communication costs.

[0075] The following uses a virtual train consisting of two train units as an example to illustrate the collaborative methods of various subsystems in the formation, operation, and de-staging scenarios of the virtual train using the VC-TC system provided above. Following the logical processing order, the system operation mode, runtime sequence, and detailed functions of each subsystem are given when the virtual train operates in different scenarios. Figure 2 and Figure 3 As shown, VOBC-1 and VOBC-2 represent the VOBC subsystems located on the lead train unit and follow train unit within the virtual train formation, respectively. This virtual train formation is traveling towards 4G in the direction of travel. There is a switch between 3G and 4G.

[0076] The VOBC-VC module on the train level is located in the pilot train unit ( Figure 2 and Figure 3In the VOBC-1 module of the train layer, the VOBC-VC module is responsible for the unified external communication of the virtual train formation, so as to facilitate the ground system's overall monitoring of the virtual train formation.

[0077] For a train unit to operate in a virtual formation mode, the following basic conditions must be met: (1) The train-level VOBC-VC module must communicate normally with the ATS subsystem, TMC subsystem, and other trains (if any). (2) All train unit VOBC-VC modules must maintain information exchange. (3) All unit-level VOBC-VC modules within all train units must maintain information exchange with the train-level VOBC-VC module. (4) The train's traction and braking performance must support virtual formation mode operation. The following will combine... Figure 2 and Figure 3 The workflow of the VC-TC system is explained.

[0078] At time T0, two trains operate independently on the line. Each train's VOBC-T unit receives the dispatching operation plan from the ATS-T unit and applies to the TMC-T unit for the route and trackside resources ahead of it according to the plan. After checking the resource status, the TMC-T unit allocates the right to use the available route and trackside resources to the VOBC-T unit. The VOBC-T unit calculates the movement authorization (MA) based on the allocated route and informs the ATP-VC submodule, which is responsible for calculating the protection speed. The ATO-VC submodule receives the reference running curve from the VOBC-T unit under the constraint of the protection speed and tracks the curve to realize train operation.

[0079] At time T1, according to the scheduling plan, two independently operating trains need to be merged into a single virtual train formation. The ATS-VC unit sends a virtual formation command to the VOBC-T units of the two independent trains. Upon receiving the command, the VOBC-T units inform their respective ATP-VC and ATO-VC submodules. From then on, the VOBC-VC unit of the lead train will uniformly manage the information of all train units. The VOBC-T modules of each train unit go into sleep mode, and the VOBC-VC module of the lead train is activated. It immediately sends a protection speed calculation principle switching command to the ATP-VC unit of the following train unit, causing it to calculate the protection speed according to the "soft wall collision" principle (the train safety protection principle adapted to the virtual formation mode), so that the ATO-VC submodule of the following train unit can begin to control the train to shorten the distance with the lead train unit. At the same time, the VOBC-VC module of the train level is responsible for requesting the running route and trackside resources of the entire virtual train formation from the TMC-VC unit.

[0080] At time T2, after a period of pursuit, the VOBC-VC module of the lead train checks whether the status of the two train units meets the conditions for virtual train formation, and then the virtual train formation is formed. During the pursuit, the VOBC-VC module of the train level checks whether the two train units meet the conditions for virtual train formation: (1) The traction / braking performance of the two cars is known and meets the safety protection requirements. (2) The difference between the actual distance between the two cars and the expected distance during virtual formation is within the specified range. (3) The speed difference between the two cars is within the specified range.

[0081] At time T3, the dynamic formation of the two train units is completed, and they continue to run in formation. Figure 2 The virtual train formation is in a state of flux. After the formation is completed, the VOBC-VC module of the lead train still needs to check the formation conditions of the virtual train formation. If all conditions are met, the formation operation mode continues. If one of the conditions is not met, there is a risk that the virtual train formation will not be actively disassembled. Appropriate solutions should be adopted to allow the train to return to the desired virtual train formation operation state as soon as possible. Before VOBC-1 enters the turnout, the track section 3G is checked. After entering the virtual train formation mode, the integrity check of the virtual train formation is uniformly managed by the VOBC-VC module. 1G, 2G, and 3G are all marked as occupied by the virtual train formation (the gap between two train units cannot be used by other trains, therefore it is marked as still occupied by this virtual train formation). The VOBC-VC module of the lead train requests 4G and other related track resources from the ATS-VC unit for the overall use of the virtual train formation. After receiving the request, the ATS-VC unit arranges a route for the virtual train formation and sends it to the VOBC-VC module. The TMC-VC unit locks the turnout and allocates the relevant resources to the virtual train formation. The logic processing of this function by the ATS-VC unit and TMC-VC unit is consistent with the relevant functions in the traditional CBTC system. That is, the ATS subsystem and TMC subsystem do not need to make any modifications to this for the management of virtual train formations (e.g., modifying it so that each train unit applies for its own route resources, i.e., the lead train unit applies for 4G and the following train unit applies for 1G). This is one of the features that significantly distinguishes this invention from other virtual train formation operation control schemes.

[0082] At time T4, after receiving the route and trackside resource usage permissions from the TMC-VC unit, the VOBC-VC module of the lead train calculates the virtual train formation MA and extends MA to 4G.

[0083] At time T5, the train status is as follows: Figure 3 As shown, at this time, the lead train unit enters track section 4G after the switch, and the ATS subsystem and TMC subsystem maintain their existing command states. That is, the switch remains locked, and the virtual train occupies 2G, 3G, and 4G.

[0084] At time T6, according to the dispatching plan, the virtual train formation needs to be de-formed. The lead train unit continues along the 4G line, while the following train units need to enter the 5G line. The ATS-VC unit sends a virtual formation / de-formation command to the lead train's train-level VOBC-VC module. The train-level VOBC-VC module forwards the command to each sub-module (ATP-VC sub-module and ATO-VC sub-module) of the unit-level VOBC-VC module. The following train units reduce speed to increase the distance from the lead train, while the lead train unit appropriately accelerates to assist in increasing the distance. While the de-formation is not complete, the virtual train formation is still treated as a single train, and the train-level VOBC-VC continues to perform its duties, uniformly managing all train units.

[0085] At time T7, the TMC-VC unit detects that the distance between train units has increased to the permissible distance for independent operation. It notifies the VOBC-T units of each train unit and the VOBC-VC module of the lead train's train level, allowing each train unit to switch to independent operation mode. The train level VOBC-VC module enters dormancy, and the VOBC-T units will regain control of their respective trains. The VOBC-T units of the original following train units will send a command to the ATP-VC submodule to switch the protection speed calculation principle, ensuring that the protection speed is calculated according to the "hard-wall" principle (the train safety protection principle adapted to independent operation mode). The VC-TC system then reverts to the independent operation status of time T0.

[0086] Specifically, if other virtual train formation operation control schemes are adopted, where each train unit communicates independently with the ground subsystem, each train unit needs to repeatedly request the same resource from the ATS and TMC subsystems. The ATS and TMC subsystems then need to verify whether the same resource can be released to multiple train units, increasing the amount of modification required for related systems, posing a risk of information duplication or inconsistency, and resulting in unnecessary additional information interaction and high communication costs. Therefore, it is easy to see that the system functionality of this invention is more convenient to implement and reduces communication costs.

[0087] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0088] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. Furthermore, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A virtual train formation operation control system, characterized in that, include: The system comprises the ATS subsystem, the TMC subsystem, and the VOBC subsystem; the VOBC subsystem includes a train-level VOBC-VC module and a unit-level VOBC-VC module. The ATS subsystem communicates with the VOBC-VC module of the train level; the ATS subsystem is used to manage the communication objects with the virtual train, the formation plan of the virtual train, and the operation plan of the virtual train, to manage and monitor the status of the virtual train, and to trigger formation and deformation commands. The TMC subsystem communicates with the VOBC subsystem; the TMC subsystem is used to manage train communication in virtual train formations, to supervise and manage online trains, and to manage and supervise the trackside resource status of virtual train formations. The VOBC subsystem is used for communication and information management of virtual train formations, for safety protection of virtual train formations, and for executing automatic driving control functions of virtual train formations. The train-level VOBC-VC module is used to manage the communication of virtual train formations, to communicate on behalf of the virtual train formations with the ATS subsystem, TMC subsystem, and other trains outside the virtual train formations where the train-level VOBC-VC module is located, to determine the status information of the virtual train formations, to determine the MA information for generating the virtual train formations and to distribute the MA information to each train unit, to apply for trackside resource permissions and route triggering for the virtual train formations, to monitor the operating status of the virtual train formations, to formulate virtual train formation operation control strategies, and to activate the status management function. The unit-level VOBC-VC module is used to manage virtual train group communication, monitor the operating status of train units, determine the protection speed of the current train unit according to the operation control strategy and MA information planned by the train-level VOBC-VC module, determine the control command of the current train unit according to the operation control strategy planned by the train-level VOBC-VC module and the status information of other train units, realize the automatic driving function of the train unit, and activate the status management function.

2. The virtual train formation operation control system according to claim 1, characterized in that, The ATS subsystem manages the communication objects between the virtual train formation and the train, including: sending command information and receiving status information of all train units transmitted by the VOBC-VC module at the train level; the command information includes train number, direction of travel, formation plan, turnaround command, target platform, timetable, and the role of the ATS subsystem in the virtual train formation; the status information includes: train number, direction of travel, target platform, formation status, position, and speed.

3. The virtual train formation operation control system according to claim 1, characterized in that, The ATS subsystem manages the formation plan and operation plan of virtual train formations, including: storing and recalling virtual train formation plans and operation plans; generating virtual train formation plans; determining the location, time, and train numbers involved in formation / deformation; generating virtual train operation plans; and creating train timetables.

4. The virtual train formation operation control system according to claim 1, characterized in that, The ATS subsystem triggers formation and disbanding commands, including: checking whether the trains related to the formation and disbanding plans meet the formation / disbanding conditions; if the formation / disbanding conditions are met, sending formation / disbanding commands, along with the time, location, and involved train units, to the trains related to the formation and disbanding plans; if the formation / disbanding conditions are not met, no action is taken.

5. The virtual train formation operation control system according to claim 1, characterized in that, When a disturbance occurs during the operation of a virtual train formation, the ATS subsystem adjusts the operation plan based on the remaining time between stations; the adjusted operation plan is then sent to the TMC subsystem and the train-level VOBC-VC module. The VOBC-VC module on the train level controls the train to execute formation and de-formation plans or operation plans.

6. The virtual train formation operation control system according to claim 1, characterized in that, The TMC subsystem performs online train monitoring and management, including: determining the completion status of the formation / deformation process and determining the completion time of the formation / deformation process; adjusting the formation and deformation plans when the completion time of the formation / deformation process is not within the specified time range; and taking no action when the completion time of the formation / deformation process is within the specified time range.

7. The virtual train formation operation control system according to claim 1, characterized in that, The TMC subsystem performs online train supervision and management, and manages the communication objects between the TMC subsystem and the virtual train formation, including: switching the communication link between the TMC subsystem and the virtual train formation unit based on the information from the train level VOBC-VC module, monitoring the number of online virtual train formations in real time, and obtaining the status information of the virtual train formations from the train level VOBC-VC module; the status information includes: train number, position, direction of travel, and target platform.

8. The virtual train formation operation control system according to claim 1, characterized in that, The TMC subsystem manages and monitors the trackside resource status of virtual train formations, including: receiving trackside resource request information or route triggering request information from the train-level VOBC-VC module; checking whether the actual status of the trackside resources is idle and checking whether there are other trains conflicting with resource occupancy; if the actual status of the trackside resources is idle and there is no conflict with other trains, then the system reserves and releases trackside resources or requests routes for the virtual train formations; if the actual status of the trackside resources is idle or there is a conflict with other trains, then the system transfers the trackside resource usage rights of the relevant train units according to the specified command of the train-level VOBC-VC module.

Images