Train control method, device, train, system, equipment, medium and product

Abstract

The present disclosure provides a train control method that can be applied to the field of rail transit technology. The train control method includes: when the mth train has not reached the mth stop preparation point, based on the speed curve of the m-1th train running in front of the mth train, controlling the travel speed of the mth train; wherein the mth train and the m-1th train belong to the same virtual marshaling, the m-th stop preparation point is a position point for the mth train to prepare for stopping, and m is a positive integer greater than 1; when the mth train reaches the m-th stop preparation point, controlling the travel state of the mth train to a coasting state; when the m-1th train reaches the m-1th stop position point, controlling the travel speed of the mth train based on the fastest travel speed curve until the mth train reaches the m-th stop position point. The present disclosure also provides a train control device, train, system, equipment, medium and product.

Description

Technical Field

[0001] The present disclosure relates to the field of rail transit technology, and more specifically, to a train control method, apparatus, train, system, equipment, medium, and product. Background Art

[0002] With the continuous expansion of the railway network and the continuous growth of passenger traffic, the distribution of passenger flow has become uneven in time and space. On the one hand, during peak commuting hours, high-traffic areas experience capacity constraints, resulting in congestion within stations and trains, as well as severe queues both inside and outside stations. On the other hand, during periods of low passenger traffic, the railway system provides excess capacity, resulting in low train load factors or even "empty trains," resulting in idle and wasted resources such as vehicles, personnel, infrastructure, and energy. This situation makes it difficult for existing train operation organizations to dynamically match capacity with passenger flow. Therefore, virtual marshaling technology, which does not rely on physical couplers, can flexibly adjust train formations according to changes in passenger demand, and requires minimal infrastructure modification, has become an effective means of matching capacity and volume and increasing rail transit line capacity.

[0003] Advanced control methods are crucial for achieving safe and stable operation of virtual trains. In some control methods, the lead car in a virtual train plans a speed profile based on the operating plan and controls its own speed based on this profile. Follower cars in the virtual train receive real-time status information from the lead car and use this information to track it.

[0004] In the process of realizing the concept of the present disclosure, the inventors discovered that in the related art, the parking interval between the lead vehicle and the following vehicle is relatively long, and the operating efficiency of the virtual marshaling train is low. Summary of the Invention

[0005] In view of this, the present disclosure provides a train control method, apparatus, train, system, equipment, medium and product.

[0006] One aspect of the present disclosure provides a train control method, comprising: when the mth train has not reached the mth stop preparation point, controlling the travel speed of the mth train based on the speed curve of the m-1th train traveling ahead of the mth train; wherein the mth train and the m-1th train belong to the same virtual formation, the mth stop preparation point is a position point for the mth train to prepare for stopping, and m is a positive integer greater than 1; when the mth train reaches the mth stop preparation point, controlling the travel state of the mth train to be a coasting state; when the m-1th train reaches the m-1th stop position point, controlling the travel speed of the mth train based on the fastest travel speed curve until the mth train reaches the mth stop position point.

[0007] According to an embodiment of the present disclosure, when the m-1th train travels to the m-1th parking position, the travel speed of the m-th train is controlled based on the fastest travel speed curve until the m-th train travels to the m-1th parking position, including: when the m-1th train travels to the m-1th parking position, according to the historical braking acceleration of the m-th train, controlling the m-th train to change the m-th train from the idling state to the target braking state.

[0008] According to an embodiment of the present disclosure, when the mth train is in the target braking state, the traveling speed of the mth train at the jth traveling position point is determined based on the traveling speed of the mth train at the j-1th traveling position point, the historical braking acceleration of the mth train and the jth unit traveling distance, wherein the jth unit traveling distance is the distance between the j-1th traveling position point and the jth traveling position point, and j is a positive integer greater than 1.

[0009] According to an embodiment of the present disclosure, when the mth train is in an idling state, the traveling speed of the mth train at the kth traveling position point is determined based on the traveling speed of the mth train at the k-1th traveling position point, the predetermined resistance acceleration of the mth train and the kth unit traveling distance, wherein the kth unit traveling distance is the distance between the k-1th traveling position point and the kth traveling position point, and k is a positive integer greater than 1.

[0010] According to an embodiment of the present disclosure, the above-mentioned train control method also includes: when the mth train has not reached the mth stop preparation point, based on the historical braking acceleration of the mth train, the emergency braking acceleration of the m-1th train, the traveling speed of the mth train at the i-th moment and the traveling speed of the m-1th train at the i-th moment, determining the i-th safe braking distance, where i is an integer greater than 1; based on the i-th safe braking distance and the first predetermined safety margin distance, generating a first target safe driving distance; controlling the interval between the mth train and the m-1th train to be the first target safe driving distance.

[0011] According to an embodiment of the present disclosure, a first target safe driving distance is generated based on the i-th safe braking distance and the first predetermined safety margin distance, including: determining the i-1th safe braking distance variable based on the i-th safe braking distance and the i-1th safe braking distance; wherein the i-1th safe braking distance is determined based on the historical braking acceleration of the m-th train, the emergency braking acceleration of the m-1th train, the traveling speed of the m-th train at the i-1th moment, and the traveling speed of the m-1th train at the i-1th moment; generating the i-th target safe braking distance based on the i-1th safe braking distance variable and the i-th safe braking distance; generating the first target safe driving distance based on the i-th target safe braking distance and the first predetermined safety margin distance.

[0012] According to an embodiment of the present disclosure, the above-mentioned train control method also includes: when the mth train travels to a position point corresponding to a positioning transponder located in the station, a second target safe driving distance is generated based on the i-th target safe braking distance and the second predetermined safety margin distance, wherein the second predetermined safety margin distance is smaller than the first predetermined safety margin distance; and the distance between the mth train and the m-1th train is controlled to change from the first target safe driving distance to the second target safe driving distance.

[0013] According to an embodiment of the present disclosure, when the mth train has not reached the mth stop preparation point, the travel speed of the mth train is controlled based on the speed curve of the m-1th train traveling in front of the mth train, including: driving the mth train according to the travel acceleration of the m-1th train, so that the mth train travels according to the speed curve; wherein the travel acceleration is determined based on the response acceleration and the predetermined resistance acceleration of the m-1th train, and the response acceleration is determined based on the target braking acceleration, the predetermined steady-state gain, the predetermined inertia time constant and the predetermined delay constant of the m-1th train.

[0014] Another aspect of the present disclosure provides a train control device, including: a first control module, for controlling the running speed of the mth train based on the speed curve of the m-1th train running ahead of the mth train when the mth train has not reached the mth stop preparation point; wherein the mth train and the m-1th train belong to the same virtual formation, the mth stop preparation point is a position point for making the mth train prepare to stop, and m is a positive integer greater than 1; a second control module, for controlling the running state of the mth train to an idling state when the mth train reaches the mth stop preparation point; and a third control module, for controlling the running speed of the mth train based on the fastest running speed curve when the m-1th train reaches the m-1th stop position point, until the mth train reaches the mth stop position point.

[0015] Another aspect of the present disclosure provides a train, comprising the train control device as described above.

[0016] Another aspect of the present disclosure provides a train control system, comprising: M train control devices, respectively deployed on M trains, where M is a positive integer greater than 1; wherein the m-1th train control device among the M train control devices and the mth train control device among the M train control devices are communicatively connected to each other; the mth train control device is configured to execute the method described above, where m is an integer less than M and greater than 1.

[0017] Another aspect of the present disclosure provides an electronic device, comprising:

[0018] one or more processors;

[0019] a memory for storing one or more programs,

[0020] When the one or more programs are executed by the one or more processors, the one or more processors implement the method described above.

[0021] Another aspect of the present disclosure provides a computer-readable storage medium storing computer-executable instructions, which are used to implement the method described above when executed.

[0022] According to an embodiment of the present disclosure, when the mth train reaches the mth stop preparation point, the mth train is controlled to be in a coasting state, so that the mth train quickly approaches the m-1th train while maintaining a safe driving distance between the m-1th train and the mth train, thereby reducing the interval between the m-1th train and the mth train. Furthermore, when the m-1th train reaches the m-1th stop position, there is no need to consider the safe braking distance between trains. The mth train is controlled to brake according to the fastest driving speed curve, so that the mth train travels to the mth stop position at the fastest speed, completing the stop of the mth train. Thus, the present disclosure achieves precise control of the train braking process, and can reduce the time interval between stops of virtual trains while ensuring the safe and stable driving of the m-1th train and the mth train, thereby improving the driving efficiency of virtual trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and other objects, features and advantages of the present disclosure will become more apparent through the following description of the embodiments of the present disclosure with reference to the accompanying drawings, in which:

[0024] Figure 1 A schematic diagram of a train control system according to an embodiment of the present disclosure is schematically shown.

[0025] Figure 2 An exemplary architecture for implementing a train control method according to an embodiment of the present disclosure is schematically shown.

[0026] Figure 3 A flow chart of a train control method according to an embodiment of the present disclosure is schematically shown.

[0027] Figure 4 A schematic diagram of a train running phase according to an embodiment of the present disclosure is schematically shown.

[0028] Figure 5 A schematic diagram schematically illustrates the position relationship of trains in different train travel phases according to an embodiment of the present disclosure.

[0029] Figure 6A schematic diagram of a train control method according to another embodiment of the present disclosure is schematically shown.

[0030] Figure 7 The structural block diagram of a train control device according to an embodiment of the present disclosure is schematically shown.

[0031] Figure 8 The structural block diagram of a train according to an embodiment of the present disclosure is schematically shown.

[0032] Figure 9 A block diagram of an electronic device suitable for implementing a train control method according to an embodiment of the present disclosure is schematically shown. DETAILED DESCRIPTION

[0033] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present disclosure. In the detailed description below, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is apparent that one or more embodiments may also be implemented without these specific details. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0034] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise," "include," etc. used herein indicate the presence of the features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0035] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0036] When expressions such as "at least one of A, B, and C, etc." are used, they should generally be interpreted in accordance with the meaning commonly understood by those skilled in the art (for example, "a system having at least one of A, B, and C" should include but is not limited to a system having A alone, B alone, C alone, A and B, A and C, B and C, and / or A, B, C, etc.).

[0037] In the embodiments of this disclosure, the collection, updating, analysis, processing, use, transmission, provision, disclosure, and storage of all data involved (including, but not limited to, user personal information) comply with relevant laws and regulations, are used for legitimate purposes, and do not violate public order and good morals. In particular, necessary measures have been taken to prevent unauthorized access to user personal information data and to safeguard the security of user personal information, network security, and national security.

[0038] In the embodiments of the present disclosure, the user's authorization or consent is obtained before obtaining or collecting the user's personal information.

[0039] In the process of implementing the inventive concept of the present disclosure, the inventors discovered that the control method in some embodiments can enable the virtual train set to complete cruising within the driving section.

[0040] However, this method pays insufficient attention to the needs of the train during the parking process. The inventors found that the absolute value of the difference between the stopping time of the lead car and the stopping time of the following car is large. The main reason for this situation is that the following car is restricted by the virtual marshaling safety distance constraint when driving. For example, during the train braking process, the safety distance decreases as the speed of the virtual marshaling train decreases, but because the speed of the lead car decreases first, it is difficult for the following car to track the lead car in real time; and, considering the limitation of the platform length, the virtual marshaling train needs to stop at the minimum distance when stopping at the platform, which increases the stop time of the following car, thereby increasing the difference in the stopping time between the following car and the lead car.

[0041] Based on this, in order to achieve precise and synchronous stopping effects of virtual marshaling trains, the present invention proposes a unique control method and system interaction logic for the stopping braking process of virtual marshaling trains to reduce the stopping time interval between virtual marshaling trains.

[0042] Specifically, an embodiment of the present disclosure provides a train control method, comprising: controlling the speed of the mth train based on the speed curve of the m-1th train traveling ahead of the mth train, if the mth train has not yet reached the mth stop preparation point. The mth train and the m-1th train belong to the same virtual train formation, the mth stop preparation point is a location point for the mth train to prepare for stopping, and m is a positive integer greater than 1. When the mth train reaches the mth stop preparation point, controlling the mth train's travel state to a coasting state. When the m-1th train reaches the m-1th stop location, controlling the mth train's travel speed based on the fastest travel speed curve until the mth train reaches the mth stop location.

[0043] In order to facilitate understanding of the contents of the embodiments of the present disclosure, the present disclosure first describes a train control system for implementing the embodiments of the present disclosure.

[0044] Figure 1 A schematic diagram of a train control system according to an embodiment of the present disclosure is schematically shown.

[0045] like Figure 1 As shown, the train control system 100 of the embodiment of the present disclosure includes: M train control devices 100_1, ..., 100_M, which are respectively deployed on M trains, where M is a positive integer greater than 1. The m-1th train control device 100_m-1 among the M train control devices 100_1, ..., 100_M and the m-th train control device 100_m among the M train control devices are communicatively connected to each other. The m-th train control device 100_m is configured to execute the method of the embodiment of the present disclosure, where m is an integer less than M and greater than 1. The structure of the m-1th train control device 100_m-1 may be the same as or different from the structure of the m-th train control device 100_m. Similarly, the function of the m-1th train control device 100_m-1 may be the same as or different from the function of the m-th train control device 100_m.

[0046] In some embodiments of the present disclosure, the m-1th train control device and the mth train control device of the present disclosure can exchange data. However, not limited thereto, in other embodiments of the present disclosure, both the m-1th train control device and the mth train control device can exchange data with other systems, devices, or apparatuses.

[0047] Specifically, the following Figure 2 The functions of the train control system according to the embodiment of the present disclosure are introduced as illustrative examples.

[0048] Figure 2 The following schematically illustrates an exemplary architecture 2000 for implementing a train control method according to an embodiment of the present disclosure. Figure 2 What is shown is merely an example of an architecture to which the embodiments of the present disclosure can be applied, to help those skilled in the art understand the technical content of the present disclosure, but does not mean that the embodiments of the present disclosure cannot be used in other devices, systems, environments or scenarios.

[0049] like Figure 2 As shown, the architecture 2000 according to this embodiment may include an ATS (Automatic Train Supervision) 2100 , a trackside resource manager 2200 , a positioning device 2300 and a train control system 2400 .

[0050] According to an embodiment of the present disclosure, ATS2100 can be used to send driving operation tasks to M train control devices and receive information such as the positions of M trains, the driving distance intervals between M trains, and the formation status.

[0051] According to an embodiment of the present disclosure, the trackside resource manager 2200 can be used to send travel line resource information to M train control devices.

[0052] According to embodiments of the present disclosure, positioning device 2300 can be used to locate M trains, obtain real-time location information for each of the M trains, and transmit the real-time location information of the trains on which each of the M train control devices is located to M train control devices. For example, positioning device 2300 can use integrated positioning methods such as satellite positioning to obtain train locations within a train's route. Furthermore, positioning device 2300 can obtain more accurate train location information within a station through methods such as precise transponder calibration.

[0053] According to an embodiment of the present disclosure, train control system 2400 includes a train control device 2410 and a train control device 2420. Train control device 2410 may correspond to the m-1 train control device described above. Train control device 2420 may correspond to the m-1 train control device described above. In some embodiments, the M trains can communicate with each other using technologies such as V2V (Vehicle-to-Vehicle) communication.

[0054] The train control device 2410 may include a communication module 2411, an autonomous positioning module 2412, a decision module 2413, a control module 2414, and a power module 2415. The communication module 2411 may be used to receive travel operation tasks from the ATS 1100 and transmit information such as the location, running interval, and train formation status of the m-1 train to the ATS 2100. The communication module 2411 may also be used to transmit information such as the travel speed, location, and stop status of the m-1 train to the train control device 2420. The communication module 2411 may also be used to obtain resource status from the trackside resource manager 2200 to determine whether to allocate resources and to acquire or release permissions for line resources. The autonomous positioning module 2412 may be used to calculate the train's position based on real-time position information from the positioning device 2300. The decision module 2413 may be used to determine the current train operation control target and provide a reference speed profile for the control module 2414. The control module 2414 uses a precise control algorithm to guide the power module 2415 to track and operate according to the obtained control target and reference speed curve.

[0055] Similarly, the train control device 2420 may include a communication module 2421, an autonomous positioning module 2422, a decision module 2423, a control module 2424, and a power module 2425. The functions of the various modules in the train control device 2420 are similar to those of the aforementioned train control device 2410. However, in some embodiments, the functions of the various modules in the train control device 2420 may differ from those of the various modules in the train control device 2410. For example, the communication module 2421 may be used to obtain operating status information of the m-1 train from the train control device 2410. The decision module 2423 provides the m train with a control target and a target speed curve for the stop phase during the stop phase. Based on the various modules of the aforementioned train control device 2410 and train control device 2420, the train control method of the disclosed embodiment can autonomously achieve rapid and precise stopping of a train.

[0056] In some embodiments, the train control device 2410 and the train control device 2420 may include other modules different from the modules described above. For example, the train control device 2410 may also include a control module having functions different from the control module 2414 described above. Similarly, the train control device 2420 may also include a control module having functions different from the control module 2424 described above, although this disclosure does not limit this.

[0057] It should be understood that Figure 2 The number of ATS2100, trackside resource manager 2200, positioning device 2300 and train control system 2400 in the embodiment is merely illustrative. According to implementation requirements, there may be any number of ATS2100, trackside resource manager 2200, positioning device 2300 and train control system 2400.

[0058] Figure 3 A flow chart of a train control method according to an embodiment of the present disclosure is schematically shown.

[0059] like Figure 3 As shown, the method includes operations S310 to S330.

[0060] In operation S310, if the mth train has not reached the mth preparatory stop point, the speed of the mth train is controlled based on the speed profile of the m-1th train traveling ahead of the mth train. The mth train and the m-1th train belong to the same virtual train set, the mth preparatory stop point is a location for the mth train to prepare for a stop, and m is a positive integer greater than 1.

[0061] In operation S320 , when the mth train travels to the mth stop preparation point, the travel state of the mth train is controlled to be a coasting state.

[0062] In operation S330, when the m-1th train travels to the m-1th stop location, the travel speed of the m-1th train is controlled based on the fastest travel speed curve until the m-1th train travels to the m-1th stop location.

[0063] According to an embodiment of the present disclosure, the m-1th train may serve as the lead train of the mth train in the virtual formation. Correspondingly, the mth train may serve as the follower train of the m-1th train in the virtual formation.

[0064] Each train in a virtual formation has a corresponding stop preparation point and stop position. In some embodiments, when the direction of train travel is defined as the front, the m-1th stop position corresponding to the m-1th train can be located ahead of the mth stop position corresponding to the mth train. The stop positions are set based on safety margins and platform door spacing.

[0065] Similarly, the m-1th stop preparation point corresponding to the m-1th train may also be located ahead of the m-th stop preparation point corresponding to the m-th train, but the embodiments of the present disclosure are not limited thereto. It is understood that in some embodiments, the m-1th stop preparation point corresponding to the m-1th train may be located at the same location as the m-th stop preparation point corresponding to the m-th train.

[0066] According to an embodiment of the present disclosure, during the travel of the m-1th train, the m-1th train may travel according to the speed profile of the m-1th train. If it is detected that the m-1th train has not traveled to the m-th preparatory stop point, the speed profile of the m-1th train may be received from the m-1th train, and the m-1th train may be tracked according to the speed profile.

[0067] When the mth train is detected to have reached the mth stop preparation point, the mth train may be controlled to a coasting state. For example, the driving force or braking force applied to the mth train may be stopped, so that the mth train enters a coasting state, allowing the mth train to slowly decelerate and prepare for stopping.

[0068] When the m-1th train is detected to have reached the m-1th stopping location, there is no need to consider maintaining a safe braking distance between the m-1th train and the m-1th train. The m-th train can be controlled to travel to the m-th stopping location at the fastest speed. The safe braking distance can be a safe distance used to prevent collision between the m-1th train and the m-1th train during braking.

[0069] On this basis, the fastest travel speed curve can be planned so that the mth train travels to the mth parking position as fast as possible during the braking process until the mth train reaches the mth parking position.

[0070] Understandably, during actual travel, due to factors such as road conditions, it may be difficult for the mth train to travel at its maximum achievable speed. Therefore, it is necessary to control the mth train to travel to the stopping location at the fastest possible speed according to the fastest travel speed curve, rather than the mth train's maximum travel speed. In some embodiments, the fastest travel speed curve can be generated based on historical train travel speeds corresponding to the travel section ahead of the mth train, or based on speed limit information for that travel section.

[0071] Figure 4 A schematic diagram of a train running phase according to an embodiment of the present disclosure is schematically shown.

[0072] Figure 5 The following schematic diagram shows the relationship between train positions in different train travel phases according to an embodiment of the present disclosure. Figure 5 The parking point in is the above-mentioned parking location point.

[0073] like Figure 4 and Figure 5 As shown, the train travel phase can be divided into a cruising phase 410 and a stop phase 420. The cruising phase 410 may refer to a phase in which both the mth train and the m-1th train travel normally according to the speed curve of the m-1th train.

[0074] In the marshaling cruise phase 410, the mth train and the m-1th train cruise in the driving section in a marshaling state, maintaining an ideal marshaling state:

[0075] (1)

[0076] Among them, v l is the speed of train m-1. s l is the position of the m-1th train. f is the speed of the mth train. s f is the position of the mth train. min The minimum safe interval between trains is the safe running distance of the trains. The minimum safe interval between trains is determined by the safe braking distance d RBD And the predetermined safety margin distance sm:

[0077] (2)

[0078] (3)

[0079] Among them, β f,s is the historical braking acceleration of the mth train, corresponding to the common braking rate of the mth train. l,sis the emergency braking acceleration of the m-1th train, corresponding to the emergency braking rate of the m-1th train. The predetermined safety margin distance sm can be expressed as:

[0080] (4)

[0081] Where sm0 is the minimum safety margin distance that the m-1th train and the mth train need to maintain when they are stationary. con is the safety margin correction value corresponding to the train control delay. com is the safety margin correction value corresponding to the vehicle-to-vehicle communication delay. pos is the safety margin correction value corresponding to the positioning error. Figure 4 As shown, three precise positioning transponders for eliminating the cumulative error in train positioning can be respectively set at three positions separated by a distance S1, a distance S2 and a distance S3 from the parking point.

[0082] The stop phase 420 may refer to a phase in which both the mth train and the m-1th train perform braking, wherein the stop phase 420 may include a speed tracking sub-phase 421 , a safety distance tracking sub-phase 422 , and a fast stop sub-phase 423 .

[0083] The speed tracking sub-phase 421 may correspond to the phase in which the mth train has not yet reached the mth stop preparation point. In this phase, the mth train tracks the m-1th train while satisfying the safety distance constraint. The tracking target is the speed and safe driving distance interval of the m-1th train, and the train position information is obtained in real time. For example, in this phase, the m-1th train decelerates, and the mth train tracks the driving status of the m-1th train and also decelerates. For example, in this phase, the goal of the train controller is to make the train motion curve (v(t), a(t)) approach the target motion curve (v ref (t), a ref (t)). Where, v ref (t) represents the predetermined reference speed of the train. ref (t) represents the train's predetermined reference acceleration. The focus of the m-1 train's stop is to stop quickly and accurately.

[0084] During operation, the obtained positioning information is used to determine whether the mth train has reached the stop preparation point. The location of the stop preparation point is determined based on the tracking error of the virtual train during operation and is set according to the vehicle model and on-site conditions to ensure rapid tracking of the safe distance between the stop preparation point and the stop position. If the mth train has not reached the stop preparation point, it continues to track the m-1th train while meeting the safe distance constraint.

[0085] The safety distance tracking sub-stage 422 corresponds to the stage in which the m-th train has traveled to the m-th stop preparation point but has not traveled to the m-th stop position point. Figure 5 Middle S f =s fp represents the position s of the mth train f and the position s of the mth parking point fp The same. During this stage, the mth train is in a coasting state, that is, no driving force or braking force is applied to the mth train, and braking is performed only by resistance from outside the train. In addition, during this stage, the mth train tracks the virtual marshaling safe driving distance and maintains close tracking. The speed of the m-1th train continues to decrease, and the difference between the actual distance between the virtual marshaling trains and the safe driving distance gradually increases. Therefore, by putting the mth train in a coasting state and making the mth train quickly approach the m-1th train, the interval between the virtual marshaling lead car and the following car can be reduced. During this stage, the tracking target becomes only tracking the safe driving distance, rather than tracking the speed curve of the m-1th train. During this stage, the mth train tracks the m-1th train, maintaining the minimum safe driving distance between the mth train and the m-1th train, and keeping the distance between the two cars stable and minimum.

[0086] In the safety distance tracking sub-stage 422, it is determined whether the m-1th train has reached the m-1th stopping position, that is, whether the m-1th train has stopped at the station. If the m-1th train has not stopped at the station, the mth train continues to be tracked.

[0087] The rapid stop sub-phase 423 corresponds to the stage where the m-1th train reaches the m-1th stopping location. During this stage, since the m-1th train has already reached the m-1th stopping location, the m-th train can proceed to the m-th stopping location at the fastest possible speed, without having to plan its travel speed to avoid colliding with the m-1th train. Therefore, the m-th train stops at the m-1th stopping location at the fastest speed possible. When stopping at the m-1th stopping location, the m-th train no longer considers the safe braking distance of the virtual train, but only needs to meet the basic safety margin distance between it and the m-1th train.

[0088] When the m-th train arrives at the m-th stop position, the doors in the platform are opened and the stop phase 420 ends. When all trains in the virtual marshaling stop at a station, the stop operation of the virtual marshaling is completed.

[0089] On this basis, the fastest driving speed curve is obtained by planning the strategy of coasting first and then applying maximum common braking. This allows the mth train to stop at the station at the fastest speed without traction after the m-1th train stops, thus reducing the stop time interval.

[0090] According to an embodiment of the present disclosure, when the mth train reaches the mth stop preparation point, the mth train is controlled to be in a coasting state, so that the mth train quickly approaches the m-1th train while maintaining a safe driving distance between the m-1th train and the mth train, thereby reducing the interval between the m-1th train and the mth train. Furthermore, when the m-1th train reaches the m-1th stop position, there is no need to consider the safe braking distance between trains. The mth train is controlled to brake according to the fastest driving speed curve, so that the mth train travels to the mth stop position at the fastest speed, completing the stop of the mth train. Thus, the present disclosure achieves precise control of the train braking process, and can reduce the time interval between stops of virtual trains while ensuring the safe and stable driving of the m-1th train and the mth train, thereby improving the driving efficiency of virtual trains.

[0091] Figure 6 A schematic diagram of a train control method according to another embodiment of the present disclosure is schematically shown.

[0092] like Figure 6 As shown, the train control method of this embodiment includes operations S610 to S670.

[0093] In operation S610, the traveling speed of the mth train is controlled based on the speed profile of the (m-1)th train traveling ahead of the mth train.

[0094] In operation S620, real-time location information of the mth train is acquired.

[0095] In operation S630, it is determined whether the mth train has traveled to the mth stop preparation point. If so, operation S640 is performed; if not, operation S620 is performed.

[0096] In operation S640, the running state of the mth train is controlled to be a coasting state.

[0097] In operation S650, it is determined whether the m-1th train has traveled to the m-1th stop location. If so, operation S660 is executed; if not, operation S640 is executed.

[0098] In operation S660 , a fastest travel speed curve is planned based on the travel section between the m th train and the m th stop location.

[0099] In operation S670, the travel speed of the mth train is controlled based on the fastest travel speed curve until the mth train travels to the mth stop location.

[0100] According to an embodiment of the present disclosure, when the mth train has not reached the mth preparatory stop point, the speed of the mth train is controlled based on the speed profile of the m-1th train traveling ahead of the mth train, including: driving the mth train according to the running acceleration of the m-1th train so that the mth train travels according to the speed profile. The running acceleration is determined based on the response acceleration of the m-1th train and a predetermined resistance acceleration, and the response acceleration is determined based on the target braking acceleration of the m-1th train, a predetermined steady-state gain, a predetermined inertia time constant, and a predetermined delay constant.

[0101] According to an embodiment of the present disclosure, the response acceleration a of the train r (t) can be described by a first-order inertial system with a time-delay link:

[0102] (5)

[0103] Where k is the predetermined steady-state gain, representing the relationship between the target braking acceleration and the response acceleration in steady state. T is the system's predetermined inertia time constant, used to represent the system's transient response characteristics. σ is the predetermined delay constant, used to represent the system's delay duration. s is a complex variable corresponding to the target braking acceleration.

[0104] Target braking acceleration a c (t) is the expected acceleration acting on the train traction brake control system. After the train receives the braking command R(t), it is described by the static relationship:

[0105] (6)

[0106] The train speed is determined by the actual acceleration of the train, as shown in the following formula:

[0107] (7)

[0108] The driving acceleration a(t) is the response acceleration a of the train controller r (t) and the additional acceleration caused by the slope acceleration and drag Together they form the formula:

[0109] (8)

[0110] Among them, the additional acceleration Corresponding to the above-mentioned predetermined resistance acceleration.

[0111] On this basis, the state space description equation of the train control system is:

[0112] (9)

[0113] Define the train speed error v e (t) and train running acceleration error a e (t), such as:

[0114] (10)

[0115] Among them, v ref (t) represents the predetermined reference speed of the train. ref (t) represents the predetermined reference acceleration of the train.

[0116] The state space equation of the train automatic control model is:

[0117] (11)

[0118] (12)

[0119] (13)

[0120] (14)

[0121] in, Indicates the motion state of the train.

[0122] The goal of the controller of the m-1 train is to make the train motion state (v(t), a(t)) approach (v max ,0), where v max is the maximum cruising speed. The mth train tracks the m-1th train while meeting the safety distance constraint. The tracking targets include the speed and safe driving distance of the m-1th train. The mth train obtains the position and speed of the m-1th train through the communication module, and the decision maker determines the target state of the following vehicle as:

[0123] (15)

[0124] x f = represents the position and real-time speed of the mth train, assuming the ideal safe distance between the mth train and the m-1st train is maintained. Finally, the controller effectively tracks the mth train using feedback algorithms such as terminal sliding film control.

[0125] It should be noted that in formulas (5) to (15), the same symbols represent the same meanings and are not repeated here.

[0126] According to an embodiment of the present disclosure, by driving the mth train according to the running acceleration of the m-1th train when the mth train has not reached the mth stop preparation point, the mth train can closely track the m-1th train.

[0127] According to an embodiment of the present disclosure, the train control method further includes: if the mth train has not reached the mth preparatory stop point, determining an i-th safe braking distance based on the historical braking acceleration of the mth train, the emergency braking acceleration of the m-1th train, the speed of the mth train at time i, and the speed of the m-1th train at time i, where i is an integer greater than 1. Based on the i-th safe braking distance and a first predetermined safety margin distance, generating a first target safe driving distance. Controlling the mth train to be spaced apart from the m-1th train by the first target safe driving distance.

[0128] According to an embodiment of the present disclosure, the historical braking acceleration of the mth train may be the braking acceleration used by the mth train during historical braking processes. For example, the historical braking acceleration may be the common braking acceleration of the mth train. The historical braking acceleration of the mth train may correspond to the historical common braking rate of the mth train.

[0129] According to an embodiment of the present disclosure, the emergency braking acceleration of the m-1th train may correspond to the emergency braking rate of the m-1th train. Specifically, the emergency braking rate may be set according to demand, which is not described in detail in this disclosure.

[0130] According to an embodiment of the present disclosure, the first target safe driving distance may be a target driving distance that needs to be maintained between the mth train and the (m-1)th train while ensuring safe driving.

[0131] According to an embodiment of the present disclosure, the safe braking distance at each moment is determined based on the historical braking acceleration of the mth train, the emergency braking acceleration of the m-1th train, the traveling speed of the mth train at each moment, and the traveling speed of the m-1th train at each moment, thereby achieving real-time determination of the safe traveling distance at each moment, improving the accuracy of determining the safe traveling distance, enabling the mth train and the m-1th train to maintain an accurate safe traveling distance from each other, and improving the safety and stability of the traveling of the mth train and the m-1th train.

[0132] According to an embodiment of the present disclosure, generating a first target safe driving distance based on the i-th safe braking distance and a first predetermined safety margin distance includes: determining an i-1th safe braking distance variable based on the i-th safe braking distance and the i-1th safe braking distance. The i-1th safe braking distance is determined based on the historical braking acceleration of the m-th train, the emergency braking acceleration of the m-1th train, the speed of the m-th train at the i-1th moment, and the speed of the m-1th train at the i-1th moment. Generating the i-th target safe braking distance based on the i-1th safe braking distance variable and the i-th safe braking distance. Generating the first target safe driving distance based on the i-th target safe braking distance and the first predetermined safety margin distance.

[0133] According to an embodiment of the present disclosure, in the speed tracking sub-phase, the following vehicle tracks the braking operation of the lead vehicle while satisfying the safety distance constraint. The tracking target is the driving speed of the lead vehicle, and the target state is consistent with the cruising phase:

[0134] (16)

[0135] Among them, x 1 f Indicates the position of the mth train and the real-time speed of the mth train when the ideal safe distance between the mth train and the m-1th train is maintained. l is the speed of train m-1. s l is the position of the m-1th train. min It is the minimum safe interval between trains, that is, the safe running distance of trains.

[0136] According to the above formula (16), the speed v of the mth train f and the speed v of the m-1th train l In the case of synchronous reduction, d min The minimum safety interval is reduced. Therefore, the speed of the mth train cannot effectively track the reduced interval Δd RBD , the actual running interval of the marshaled trains in this stage is d r Minimum safety distance d min The difference Δd RBD Gradually expand. Among them, Δd RBD Corresponding to the above-mentioned safe braking distance variable. Based on this, the i-th safe braking distance variable Δd can be calculated by the following formula (17): RBD :

[0137] (17)

[0138] Among them, d RBD,i is the i-th safe braking distance. RBD,i+1is the i+1th safe braking distance. f,s is the historical braking acceleration of the mth train. l,s is the emergency braking acceleration of train m-1. l,i is the speed of the m-1th train at the i-th moment. f,i is the speed of the mth train at the i-th moment. l,i+1 is the speed of the m-1th train at the i+1th time. f,i+1 is the speed of the mth train at the i+1th moment.

[0139] The method for calculating the i-1th safe braking distance variable is similar to the above-mentioned method for calculating the i-th safe braking distance variable, and is not described in detail in this disclosure.

[0140] According to an embodiment of the present disclosure, during this stage, the safety margin correction value sm corresponding to the positioning error in the first predetermined safety margin distance is pos It can be set to 5 meters, etc. Since trains are mostly positioned using a fusion positioning method, the positioning accuracy under different equipment support is different. The positioning accuracy can be set according to needs, and this disclosure will not go into details here.

[0141] According to an embodiment of the present disclosure, the i-1th safe braking distance variable is determined based on the i-th safe braking distance and the i-1th safe braking distance. Thus, the i-th safe braking distance can be compensated according to the i-1th safe braking distance variable to generate an accurate target safe braking distance. This improves the accuracy of determining the safe driving distance, ensures that the m-th train and the m-1th train maintain an accurate safe driving distance between each other, and improves the safety and stability of the m-th and m-1th trains.

[0142] According to an embodiment of the present disclosure, the train control method further includes: when the mth train travels to a position corresponding to a positioning transponder located within a station, generating a second target safe driving distance based on the i-th target safe braking distance and a second predetermined safety margin distance, wherein the second predetermined safety margin distance is smaller than the first predetermined safety margin distance. Controlling the distance between the mth train and the (m-1)th train to change from the first target safe driving distance to the second target safe driving distance.

[0143] According to an embodiment of the present disclosure, there can be multiple positioning transponders. Multiple positioning transponders can be set at different locations. In the case where the mth train travels to the positioning transponder in the station for the first time, due to the improvement of the positioning accuracy of the train, the train position information obtained by the train controller is accurate. Therefore, the second predetermined safety margin distance can be used to generate a second target safe driving distance to shorten the safe driving distance between the m-1th train and the mth train, so that the mth train can track the m-1th train more closely and control the train to be guided to the safe side during passing. For example, the safety margin correction value sm corresponding to the positioning error in the second predetermined safety margin distance is pos It can be 0.5 meters.

[0144] According to the embodiments of the present disclosure, since the positioning transponder can accurately measure the travel position point of the mth train, when the mth train travels to the position point corresponding to the positioning transponder located in the station, a target safe driving distance can be generated according to a second predetermined safety margin distance that is smaller than the first predetermined safety margin distance, so as to shorten the safety distance maintained between the m-1th train and the mth train, so that the mth train can track the m-1th train more closely, reduce the stop time interval of the virtual train, and improve the driving efficiency of the virtual train.

[0145] According to an embodiment of the present disclosure, when the m-1th train travels to the m-1th parking position, the travel speed of the m-th train is controlled based on the fastest travel speed curve until the m-th train travels to the m-1th parking position, including: when the m-1th train travels to the m-1th parking position, according to the historical braking acceleration of the m-th train, controlling the m-th train to change the m-th train from the idling state to the target braking state.

[0146] According to an embodiment of the present disclosure, when the m-1th train travels to the m-1th parking position, the travel state of the mth train is (v ls , s ls ). Among them, v ls It refers to the instantaneous speed of the mth train when the m-1th train stops at the station. ls It refers to the instantaneous position of the mth train when the m-1th train stops at the station.

[0147] When the m-1th train reaches the m-1th stop, the decision maker of the m-th train plans the fastest speed curve for the m-th train using the fastest strategy. The m-th train follows the fastest speed curve using the same control method as the m-1th train. The braking process of the m-th train is derived using the strategy of coasting first and then applying maximum braking:

[0148] (18)

[0149] Among them, β f,s is the historical braking acceleration of the mth train, corresponding to the common braking rate of the mth train. l,s is the emergency braking acceleration of the m-1th train, corresponding to the emergency braking rate of the m-1th train. s fs is the braking end point of the mth train, that is, the location of the mth parking point. f is the reverse acceleration generated by the basic resistance and additional resistance during the train's coasting. The basic resistance corresponds to the train's mass, and the additional resistance corresponds to the aforementioned additional acceleration. v' is the intermediate speed during the transition from coasting to the target braking state. s' is the intermediate position during the transition from coasting to the target braking state. Based on this, the intermediate state during the transition from coasting to the target braking state is (v', s'), which can be deduced as:

[0150] (19)

[0151] The fastest speed curve of the mth train is derived from the mth stop position with a distance interval of Δs, as shown in the following formulas (20) and (21). Δs is the unit travel distance of the train, that is, the travel distance of the train in a single sampling period:

[0152] (20)

[0153] (twenty one)

[0154] in, In formula (20), the upper formula corresponds to the target braking state, and the lower formula corresponds to the coasting state.

[0155] The initial time can be determined as the time when the mth train arrives at the mth parking position, which corresponds to i=0. At this time, the position of the mth train is s fs Therefore, the upper formula in formula (20) corresponds to the mth train at the mth parking position s fs The stage from the point s' where the mth train is in the middle state. The formula below in formula (20) corresponds to the stage from the point s' where the mth train is in the middle state to the point s where the mth train is in the above-mentioned driving position. ls stage.

[0156] The terminal condition of the mth train is ,at this time .

[0157] Based on this, the fastest driving speed curve can be expressed as:

[0158] (twenty two)

[0159] In formulas (18) to (22), the same symbols represent the same meanings and are not repeated here.

[0160] The controller of the mth train uses a control algorithm to track this maximum speed curve, achieving a rapid stop. Theoretically, the final stop time is related to the distance between the mth train and the mth stop location and the speed of the mth train at the time of the m-1st train's stop. Therefore, in the previous sub-phase, the safe distance tracking sub-phase, the mth train maintains the minimum safe distance from the m-1st train, enabling the virtual train to stop quickly and accurately using the fastest strategy.

[0161] According to the embodiments of the present disclosure, by moving the m-1th train to the m-1th parking position and changing the m-th train from idling to the target braking state, the m-th train can approach the m-1th train at the fastest speed. While ensuring the safe and stable operation of the m-1th train and the m-th train, the stop time interval of the virtual marshaling train is reduced, and the operation efficiency of the virtual marshaling train is improved.

[0162] According to an embodiment of the present disclosure, when the mth train is in an idling state, the traveling speed of the mth train at the kth traveling position point is determined based on the traveling speed of the mth train at the k-1th traveling position point, the predetermined resistance acceleration of the mth train and the kth unit traveling distance, wherein the kth unit traveling distance is the distance between the k-1th traveling position point and the kth traveling position point, and k is a positive integer greater than 1.

[0163] According to an embodiment of the present disclosure, the position determined at the qhth moment can be used as the k-1th driving position point, and the position determined at the qth moment can be used as the kth driving position point. h represents the predetermined duration between the qhth moment and the qth moment, q is a positive integer greater than h, and h is a positive integer. The predetermined duration can be set as needed and is not limited here.

[0164] According to an embodiment of the present disclosure, after the mth train travels to the mth stop preparation point, the decision maker determines that the target state of the mth train is Among them, s l is the position of the m-1th train. x f is the target position of the mth train. min The minimum safe interval between trains.

[0165] In this case, the control target of the mth train no longer considers the speed of the m-1th train. The control method adopts a control strategy based on coasting mode to reduce the working state conversion of the mth train, that is, the driving acceleration a of the mth trainf satisfy:

[0166] (twenty three)

[0167] Among them, η f It is the reverse acceleration generated by the basic resistance and additional resistance during the train's coasting process. The basic resistance corresponds to parameters such as the mass of the train, and the additional resistance corresponds to the additional acceleration mentioned above. f,s is the historical braking acceleration of the mth train.

[0168] According to an embodiment of the present disclosure, by controlling the travel of the mth train based on a predetermined resistance acceleration when the mth train is in an idling state, precise control of the train braking process can be achieved, thereby reducing the stop time interval of the virtual marshaling train and improving the travel efficiency of the virtual marshaling train.

[0169] According to an embodiment of the present disclosure, when the mth train is in the target braking state, the traveling speed of the mth train at the jth traveling position point is determined based on the traveling speed of the mth train at the j-1th traveling position point, the historical braking acceleration of the mth train and the jth unit traveling distance, wherein the jth unit traveling distance is the distance between the j-1th traveling position point and the jth traveling position point, and j is a positive integer greater than 1.

[0170] According to an embodiment of the present disclosure, the position determined at the pth moment may be used as the j-1th driving position point, and the position determined at the pth moment may be used as the jth driving position point. h represents the predetermined duration between the pth moment and the pth moment, p is a positive integer greater than h, and h is a positive integer. The predetermined duration can be set as needed and is not limited here.

[0171] According to an embodiment of the present disclosure, by controlling the travel of the mth train based on the historical braking acceleration when the mth train is in the target braking state, precise control of the train braking process can be achieved, thereby reducing the stop time interval of the virtual train and improving the travel efficiency of the virtual train.

[0172] Based on the above train control method, the present disclosure also provides a train control device. Figure 7 The device is described in detail.

[0173] Figure 7 The structural block diagram of a train control device according to an embodiment of the present disclosure is schematically shown.

[0174] like Figure 7As shown, the train control device 700 of this embodiment includes a first control module 710 , a second control module 720 and a third control module 730 .

[0175] The first control module 710 is configured to control the speed of the mth train based on the speed profile of the m-1th train traveling ahead of the mth train, if the mth train has not reached the mth preparatory stop point. The mth train and the m-1th train belong to the same virtual train set, the mth preparatory stop point is a location at which the mth train prepares to stop, and m is a positive integer greater than 1. In one embodiment, the first control module 710 may be configured to perform operation S310 described above, which will not be further described herein.

[0176] The second control module 720 is used to control the mth train to be in a coasting state when the mth train arrives at the mth stop preparation point. In one embodiment, the second control module 720 can be used to perform the operation S320 described above, which will not be repeated here.

[0177] The third control module 730 is configured to control the speed of the m-th train based on the fastest speed curve when the m-th train reaches the m-th stop location until the m-th train reaches the m-th stop location. In one embodiment, the third control module 730 may be configured to execute operation S330 described above, which will not be further described herein.

[0178] According to an embodiment of the present disclosure, the third control module 730 includes a first control submodule. The first control submodule is configured to control the mth train to transition from a coasting state to a target braking state according to the historical braking acceleration of the mth train when the m-1th train reaches the m-1th parking position.

[0179] According to an embodiment of the present disclosure, the train control device further includes a determination module, a generation module, and a fourth control module. The determination module is configured to determine, when the mth train has not reached the mth preparatory stop point, an i-th safe braking distance based on the historical braking acceleration of the mth train, the emergency braking acceleration of the m-1th train, the speed of the mth train at time i, and the speed of the m-1th train at time i, where i is an integer greater than 1; the generation module is configured to generate a first target safe driving distance based on the i-th safe braking distance and a first predetermined safety margin distance; and the fourth control module is configured to control the interval between the mth train and the m-1th train to be the first target safe driving distance.

[0180] According to an embodiment of the present disclosure, a generation module includes a determination submodule, a first generation submodule, and a generation submodule. The determination submodule is used to determine an i-1th safe braking distance variable based on the i-th safe braking distance and the i-1th safe braking distance; wherein the i-1th safe braking distance is determined based on the historical braking acceleration of the m-th train, the emergency braking acceleration of the m-1th train, the speed of the m-th train at the i-1th moment, and the speed of the m-1th train at the i-1th moment; the first generation submodule is used to generate an i-th target safe braking distance based on the i-1th safe braking distance variable and the i-th safe braking distance; and the generation submodule is used to generate a first target safe driving distance based on the i-th target safe braking distance and a first predetermined safety margin distance.

[0181] According to an embodiment of the present disclosure, the generation module further includes a second generation submodule and a second control submodule. The second generation submodule is configured to generate a second target safe driving distance based on the i-th target safe braking distance and the second predetermined safety margin distance when the m-th train travels to a position corresponding to a positioning transponder located in the station, wherein the second predetermined safety margin distance is smaller than the first predetermined safety margin distance; and the second control submodule is configured to control the distance between the m-th train and the m-1-th train to change from the first target safe driving distance to the second target safe driving distance.

[0182] According to an embodiment of the present disclosure, the first control module 710 includes a driving submodule. The driving submodule is configured to drive the mth train according to the running acceleration of the m-1th train, so that the mth train travels according to the speed curve; wherein the running acceleration is determined based on the response acceleration of the m-1th train and a predetermined resistance acceleration, and the response acceleration is determined based on the target braking acceleration of the m-1th train, a predetermined steady-state gain, a predetermined inertia time constant, and a predetermined delay constant.

[0183] According to embodiments of the present disclosure, any multiple modules among the first control module 710, the second control module 720, and the third control module 730 can be combined into a single module, or any one of these modules can be split into multiple modules. Alternatively, at least part of the functionality of one or more of these modules can be combined with at least part of the functionality of other modules and implemented in a single module. According to embodiments of the present disclosure, at least one of the first control module 710, the second control module 720, and the third control module 730 can be at least partially implemented as a hardware circuit, such as a field programmable gate array (FPGA), a programmable logic array (PLA), a system on a chip, a system on a substrate, a system on a package, an application-specific integrated circuit (ASIC), or can be implemented in hardware or firmware through any other reasonable means of circuit integration or packaging, or can be implemented in any one of the three implementation methods of software, hardware, and firmware, or any suitable combination of any of these. Alternatively, at least one of the first control module 710, the second control module 720, and the third control module 730 can be at least partially implemented as a computer program module that, when executed, performs the corresponding functionality.

[0184] Figure 8 The structural block diagram of a train according to an embodiment of the present disclosure is schematically shown.

[0185] like Figure 8 As shown, the train 800 of this embodiment includes a train control device 810 of the embodiment of the present disclosure. The train control device 810 corresponds to the train control device of any of the above embodiments of the present disclosure, and will not be described in detail here.

[0186] Figure 9 A block diagram of an electronic device suitable for implementing a train control method according to an embodiment of the present disclosure is schematically shown. Figure 9 The electronic device shown is only an example and should not limit the functions and scope of use of the embodiments of the present disclosure.

[0187] like Figure 9 As shown, the electronic device 900 according to an embodiment of the present disclosure includes a processor 901, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 902 or a program loaded from a storage portion 908 into a random access memory (RAM) 903. The processor 901 may include, for example, a general-purpose microprocessor (e.g., a CPU), an instruction set processor and / or a related chipset and / or a special-purpose microprocessor (e.g., an application-specific integrated circuit (ASIC)), etc. The processor 901 may also include onboard memory for caching purposes. The processor 901 may include a single processing unit or multiple processing units for performing different actions of the method flow according to an embodiment of the present disclosure.

[0188] Various programs and data required for the operation of the electronic device 900 are stored in the RAM 903. The processor 901, the ROM 902, and the RAM 903 are connected to each other via a bus 904. The processor 901 executes the various operations of the method flow according to the embodiment of the present disclosure by executing the programs in the ROM 902 and / or the RAM 903. It should be noted that the programs may also be stored in one or more memories other than the ROM 902 and the RAM 903. The processor 901 may also execute the various operations of the method flow according to the embodiment of the present disclosure by executing the programs stored in the one or more memories.

[0189] According to an embodiment of the present disclosure, electronic device 900 may further include an input / output (I / O) interface 905, which is also connected to bus 904. Electronic device 900 may also include one or more of the following components connected to I / O interface 905: an input section 906 including a keyboard, mouse, etc.; an output section 907 including devices such as a cathode ray tube (CRT), liquid crystal display (LCD), and speakers; a storage section 908 including a hard disk; and a communication section 909 including a network interface card such as a LAN card or modem. Communication section 909 performs communication processing via a network such as the Internet. A drive 910 is also connected to I / O interface 905 as needed. Removable media 911, such as a magnetic disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed in drive 910 as needed, so that computer programs read from the removable media can be installed into storage section 908 as needed.

[0190] According to an embodiment of the present disclosure, the method flow according to an embodiment of the present disclosure can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a computer-readable storage medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 909, and / or installed from the removable medium 911. When the computer program is executed by the processor 901, the above-mentioned functions defined in the system of the embodiment of the present disclosure are executed. According to an embodiment of the present disclosure, the system, equipment, device, module, unit, etc. described above can be implemented by a computer program module.

[0191] The present disclosure also provides a computer-readable storage medium, which may be included in the device / apparatus / system described in the above embodiments, or may exist independently and not be incorporated into the device / apparatus / system. The computer-readable storage medium carries one or more programs, and when executed, implements the method according to the embodiments of the present disclosure.

[0192] According to embodiments of the present disclosure, a computer-readable storage medium may be a non-volatile computer-readable storage medium. Examples include, but are not limited to, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0193] For example, according to an embodiment of the present disclosure, the computer-readable storage medium may include the ROM 902 and / or the RAM 903 described above and / or one or more memories other than the ROM 902 and the RAM 903 .

[0194] An embodiment of the present disclosure also includes a computer program product, which includes a computer program, which contains program code for executing the method provided by the embodiment of the present disclosure. When the computer program product is run on an electronic device, the program code is used to enable the electronic device to implement the train control method provided by the embodiment of the present disclosure.

[0195] When the computer program is executed by the processor 901, the above functions defined in the system / device of the embodiment of the present disclosure are performed. According to the embodiment of the present disclosure, the system, device, module, unit, etc. described above can be implemented by a computer program module.

[0196] In one embodiment, the computer program may be stored on a tangible storage medium such as an optical storage device or a magnetic storage device. In another embodiment, the computer program may be transmitted and distributed in the form of a signal on a network medium, downloaded and installed via the communication portion 909, and / or installed from a removable medium 911. The program code contained in the computer program may be transmitted using any appropriate network medium, including but not limited to wireless, wired, or any suitable combination thereof.

[0197] According to an embodiment of the present disclosure, the program code for executing the computer program provided by the embodiment of the present disclosure can be written in any combination of one or more programming languages. Specifically, these computer programs can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. Programming languages ​​include, but are not limited to, languages ​​such as Java, C++, Python, "C" or similar programming languages. The program code can be executed entirely on the user computing device, partially on the user device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving a remote computing device, the remote computing device can be connected to the user computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computing device (for example, using an Internet service provider to connect via the Internet).

[0198] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of the systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, program segment, or part of the code, which contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the boxes can also occur in an order different from that marked in the accompanying drawings. For example, two boxes shown in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, as well as the combination of boxes in the block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified functions or operations, or can be implemented using a combination of dedicated hardware and computer instructions. It will be understood by those skilled in the art that the features described in the various embodiments of the present disclosure can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in the present disclosure. In particular, without departing from the spirit and teachings of the present disclosure, the features described in the various embodiments of the present disclosure may be combined and / or coupled in various ways, and all of these combinations and / or couplings fall within the scope of the present disclosure.

[0199] The above describes the embodiments of the present disclosure. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Although each embodiment has been described separately above, this does not mean that the measures in each embodiment cannot be advantageously used in combination. Without departing from the scope of the present disclosure, those skilled in the art may make various substitutions and modifications, which should all fall within the scope of the present disclosure.

Claims

1. A train control method, comprising: If the mth train has not reached the mth preparatory stop point, controlling the speed of the mth train based on a speed profile of the m-1th train traveling ahead of the mth train; wherein the mth train and the m-1th train belong to the same virtual consist, the mth preparatory stop point is a location for the mth train to prepare for stopping, and m is a positive integer greater than 1; When the mth train reaches the mth stop preparation point, controlling the running state of the mth train to a coasting state; When the m-1th train reaches the m-1th parking position, controlling the speed of the m-th train based on the fastest speed curve until the m-th train reaches the m-th parking position; Wherein, when the mth train is in the idling state, the traveling speed of the mth train at the kth traveling position point is determined based on the traveling speed of the mth train at the k-1th traveling position point, the predetermined resistance acceleration of the mth train and the kth unit traveling distance, wherein the kth unit traveling distance is the distance between the k-1th traveling position point and the kth traveling position point.

2. The method according to claim 1, wherein When the m-1th train reaches the m-1th parking position, controlling the speed of the m-th train based on the fastest speed curve until the m-th train reaches the m-th parking position includes: When the m-1th train reaches the m-1th parking position, the m-1th train is controlled according to the historical braking acceleration of the m-1th train, so that the m-th train is transformed from the coasting state to the target braking state.

3. The method according to claim 2, wherein: When the mth train is in the target braking state, the traveling speed of the mth train at the jth traveling position point is determined based on the traveling speed of the mth train at the j-1th traveling position point, the historical braking acceleration of the mth train and the jth unit traveling distance, wherein the jth unit traveling distance is the distance between the j-1th traveling position point and the jth traveling position point, and j is a positive integer greater than 1.

4. The method according to any one of claims 1 to 3, wherein The method further comprises: If the m-th train has not reached the m-th preparatory stop point, determining an i-th safe braking distance based on the historical braking acceleration of the m-th train, the emergency braking acceleration of the m-1-th train, the speed of the m-th train at the i-th moment, and the speed of the m-1-th train at the i-th moment, where i is an integer greater than 1; generating a first target safe driving distance based on the i-th safe braking distance and a first predetermined safety margin distance; The m-th train and the m-1-th train are controlled to be spaced apart by the first target safe driving distance.

5. The method according to claim 4, wherein The step of generating a first target safe driving distance based on the i-th safe braking distance and a first predetermined safety margin distance includes: Determining an i-1th safe braking distance variable based on the i-th safe braking distance and the i-1th safe braking distance; wherein the i-1th safe braking distance is determined based on the historical braking acceleration of the m-th train, the emergency braking acceleration of the m-1th train, the traveling speed of the m-th train at the i-1th time, and the traveling speed of the m-1th train at the i-1th time; generating an i-th target safe braking distance based on the i-1th safe braking distance variable and the i-th safe braking distance; The first target safe driving distance is generated based on the i-th target safe braking distance and the first predetermined safety margin distance.

6. The method according to claim 5, wherein: The method further comprises: generating a second target safe driving distance based on the i-th target safe braking distance and a second predetermined safety margin distance when the m-th train travels to a position point corresponding to a positioning transponder located in the station, wherein the second predetermined safety margin distance is smaller than the first predetermined safety margin distance; The distance between the m-th train and the m-1-th train is controlled to change from the first target safe running distance to the second target safe running distance.

7. The method according to any one of claims 1 to 3, wherein When the mth train has not reached the mth preparatory stop point, controlling the running speed of the mth train based on a speed curve of an m-1th train running ahead of the mth train comprises: driving the mth train according to the running acceleration of the m-1th train so that the mth train runs according to the speed curve; Among them, the driving acceleration is determined based on the response acceleration and predetermined resistance acceleration of the m-1th train, and the response acceleration is determined based on the target braking acceleration, predetermined steady-state gain, predetermined inertia time constant and predetermined delay constant of the m-1th train.

8. A train control device for implementing the train control method according to any one of claims 1 to 7, comprising: a first control module configured to control the speed of the mth train based on a speed curve of the m-1th train traveling ahead of the mth train if the mth train has not reached the mth preparatory stop point; wherein the mth train and the m-1th train belong to the same virtual marshaling, the mth preparatory stop point is a location for the mth train to prepare for stopping, and m is a positive integer greater than 1; a second control module, configured to control the mth train to be in a coasting state when the mth train reaches the mth preparatory stop; The third control module is used to control the travel speed of the m-th train based on the fastest travel speed curve when the m-1-th train travels to the m-1-th parking position until the m-th train travels to the m-th parking position.

9. A train comprising the train control device according to claim 8.

10. A train control system comprising: M train control devices are deployed on M trains respectively, where M is a positive integer greater than 1; wherein the m-1th train control device among the M train control devices and the mth train control device among the M train control devices are communicatively connected to each other; The mth train control device is configured to execute the method according to any one of claims 1 to 7, where m is an integer less than M and greater than 1.

11. An electronic device comprising: one or more processors; a memory for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the method according to any one of claims 1 to 7.

12. A computer-readable storage medium having executable instructions stored thereon, which, when executed by a processor, causes the processor to implement the method according to any one of claims 1 to 7.

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