Method and system for multi-train sectional coordinated control of high-speed railway based on mobile block

Abstract

The application discloses a high-speed railway multi-train segmented cooperative control method and system based on mobile block, and the real-time working condition of a target train is determined according to the relative position between the target train and adjacent trains of the target train, and a corresponding control strategy is selected according to the real-time working condition to control the target train, compared with the prior art, the train switches different control strategies according to the working condition, and the applicability of the multi-train cooperative control algorithm to actual operation scenes is effectively improved.

Description

Technical Field

[0001] This invention relates to the field of multi-train operation control for high-speed railways, specifically to a method and system for segmented collaborative control of multi-train operations on high-speed railways based on moving block signaling. Background Technology

[0002] Railway signaling systems include fixed block systems and moving block systems. Block systems are crucial for train operation safety, traffic control, and transportation efficiency. Traditional fixed block systems suffer from low line utilization and poor flexibility, and they do not consider the mutual influence between trains, making them increasingly difficult to meet the requirements of modern high-speed railway systems. Compared to fixed block systems, moving block systems allow trains to automatically control their speed based on real-time relative position information of adjacent trains, reducing train intervals and significantly improving transport capacity. Researching the control problems of high-speed trains under moving block systems is a future development trend.

[0003] Existing high-speed rail multi-train system collaborative control methods only have a single collaborative process. During the stable formation of trains, all trains are always in a collaborative state, requiring the train controller to continuously acquire the status information of adjacent trains for collaborative calculation. This results in high train computing costs and communication overhead, reducing the reliability of the system. Summary of the Invention

[0004] This invention provides a method and system for multi-train segmented cooperative control of high-speed railways based on moving block signaling. It addresses the problem that existing cooperative control methods for multi-train systems in high-speed railways require train controllers to continuously acquire status information of adjacent trains for cooperative calculations, resulting in high train calculation costs and communication overhead, which reduces the reliability of the system.

[0005] To solve the above-mentioned technical problems, the technical solution proposed by this invention is as follows:

[0006] A multi-train segmented cooperative control method for high-speed railways based on moving block signaling includes the following steps:

[0007] The real-time operating condition of the target train is determined based on its relative position to its adjacent trains, and a corresponding control strategy is selected to control the target train based on the real-time operating condition.

[0008] Preferably, the real-time operating conditions include a cooperative zone and a non-cooperative zone;

[0009] When the target train is in the cooperative zone, the corresponding control strategy is that the target train cooperates with its adjacent trains; the cooperation includes speed and / or position cooperation; when the target train is in the non-cooperative zone, the corresponding control strategy is that the target train is not required to cooperate with its adjacent trains.

[0010] Preferably, the non-cooperative region includes an acceleration region and a self-adjustment region;

[0011] When the target train is in the acceleration zone, the corresponding control strategy is for the target train to track the preceding train with maximum acceleration.

[0012] When the target train is in the self-adjustment zone, the corresponding control strategy is to track its own desired speed without cooperating with adjacent trains.

[0013] Preferably, the real-time operating condition of the target train is determined based on its relative position to adjacent trains, using the following formula:

[0014] When the target train and its adjacent trains satisfy: p i-1 (kT)-p i (kT)>ε a Then determine the current acceleration zone of the target train; where p i-1 (kT) represents the position of the adjacent train i-1 at time kT; p i (kT) represents the position of target train i at time kT; ε a Indicates the length of the cooperation region;

[0015] If the target train and its adjacent trains satisfy the following formula, then the target train is determined to be currently in the self-adjustment zone:

[0016]

[0017] M i (kT)={j∈F i ||p j (kT)-p i (kT)-ε ji |>ε / 2}

[0018] Where, p i (kT) represents the position of the adjacent train j at time kT; ε ij ε represents the expected relative distance between target train i and adjacent train j, ε represents the length of the self-adjusting region, and Φ represents the distance between target train i and adjacent train j. i Let M represent the set of neighbors of the target train i. i (kT) is the time-varying neighbor set of the target train i at time kT.

[0019] If the target train and its adjacent trains satisfy the following formula, then the target train is determined to be currently in a cooperative zone:

[0020] M i (kT)={j∈F i ||p j (kT)-p i (kT)-εji |>ε / 2}.

[0021] Preferably, the target train is controlled by selecting a corresponding control strategy based on the real-time operating conditions, which is achieved through the following control algorithm:

[0022] u i (kT)=u fi (kT)+u ci (kT),

[0023]

[0024]

[0025] Where k is the sampling time, T is the sampling period, and p i (kT) represents the position of target train i at time kT, v i (kT) represents the speed of target train i at time kT, u i (kT) represents the control input of the target train i at time kT, i.e., the traction acceleration of the train, u fi (kT) represents the damping compensation component of the target train i at time kT, u ci (kT) represents the drive control section of the target train i at time kT; c i0 c i1 and c i2 These are three different damping parameters obtained from the actual operation of the train; It is the maximum traction acceleration of train i, where train i-1 represents the forward train of target train i, p i-1 (kT)-p i (kT)>ε a Describes the target train i and the train j∈M. i (kT), This indicates that target train i is located in the self-adjustment zone; ε ji a represents the expected relative distance between target train i and adjacent train j. ij k represents the communication topology weight between target train i and train j. i , λ i1 , λ i2 The three parameters represent the control algorithm. In other cases, train i is located in the cooperative zone, and v0 represents the desired speed of the target train i.

[0026] Preferably, the control index of the control algorithm is:

[0027]

[0028] Preferably, the control algorithm is based on the following dynamic model:

[0029]

[0030] Where k is the sampling time, T is the sampling period, and p i ((k+1)T) represents the position of target train i at time (k+1)T; p i (kT) represents the position of target train i at time kT, v i ((k+1)T) represents the speed of target train i at time (k+1)T; v i (kT) represents the speed of target train i at time kT, u i (kT) represents the control input of the target train i at time kT, that is, the traction acceleration of the target train i; This represents the speed saturation constraint for target train i. Let i represent the set of speed constraints for target train i. Indicates the minimum speed of the target train. Indicates the maximum speed of the target train; This represents the control input saturation constraint for target train i. This represents the set of acceleration constraints for target train i. This represents the maximum braking acceleration of target train i. c represents the maximum traction acceleration of target train i; i0 c i1 and c i2 These are damping parameters obtained from actual train operation.

[0031] A computer system includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method described above.

[0032] The present invention has the following beneficial effects:

[0033] 1. The method and system of the present invention determine the real-time operating condition of the target train based on the relative position between the target train and its adjacent trains, and select a corresponding control strategy to control the target train based on the real-time operating condition. Compared with the prior art, the present invention allows the train to switch different control strategies according to the operating condition, which effectively improves the applicability of the multi-train cooperative control algorithm to actual operating scenarios.

[0034] 2. In the preferred embodiment, the present invention divides the area where the train is located into an acceleration zone, a coordination zone, and a self-adjustment zone according to the relative position of the train. The introduction of the acceleration zone can effectively reduce the cost of train coordination calculation and communication, and reduce the burden on the train controller. The introduction of the self-adjustment zone makes the multi-train system more resistant to interference and can effectively suppress the propagation of disturbances.

[0035] 3. In the preferred embodiment, the introduction of speed interaction in the cooperative zone in this invention accelerates the convergence speed of the multi-train system and improves the system tracking efficiency.

[0036] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the accompanying drawings. Attached Figure Description

[0037] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0038] Figure 1 This is a schematic diagram of the train relative position self-adjustment zone constructed by the present invention;

[0039] Figure 2 This invention relates to a multi-train segmented collaborative control method for high-speed railways.

[0040] Figure 3 This is a diagram of the train communication network topology;

[0041] Figure 4 It is the train's relative position trajectory including the self-adjustment zone;

[0042] Figure 5 It is the train's relative position trajectory that does not include the self-adjustment zone;

[0043] Figure 6 It is the train speed trajectory that includes the self-adjusting zone;

[0044] Figure 7 It is the train speed trajectory that does not include the self-adjustment zone;

[0045] Figure 8 It is the relative position trajectory of the train that includes speed interaction;

[0046] Figure 9 It is the relative position trajectory of the train that does not include speed interaction;

[0047] Figure 10 This is a flowchart of the multi-train segmented cooperative control method for high-speed railways based on moving block signaling, according to the present invention. Detailed Implementation

[0048] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings, but the present invention can be implemented in many different ways as defined and covered by the claims.

[0049] Example 1:

[0050] like Figure 10As shown, this invention provides a multi-train segmented cooperative control method for high-speed railways based on moving block signaling, including:

[0051] Step 1: The high-speed railway train system is a multi-train system. Based on the dynamic characteristics of the trains, a second-order discrete dynamic model of a single train is constructed. The specific train dynamic model is as follows:

[0052]

[0053] Where k is the sampling time, T is the sampling period, and p i (kT) represents the position of train i at time kT, v i (kT) represents the speed of train i at time kT, u i (kT) represents the control input of train i at time kT, i.e. the traction acceleration of the train. This indicates the speed saturation constraint for train i. Denotes the set of speed constraints for train i. Indicates the minimum speed of the train. This indicates the train's maximum speed. This indicates the control input saturation constraint for train i. Denotes the set of acceleration constraints for train i. This represents the maximum braking acceleration of train i. c represents the maximum traction acceleration of train i. i0 c i1 and c i2 These damping parameters are obtained from actual train operation. The model includes two key states: train position and speed. It also considers the nonlinear damping experienced by the high-speed train during operation. Furthermore, considering the limitations imposed by different operating conditions and track conditions during train operation, the train's operating state often needs to be further constrained by a certain set of constraints, such as maximum speed limits for train operation in severe weather conditions like strong winds, heavy snow, and freezing rain, and minimum speed limits for trains passing through the electrical neutral zone. Therefore, the speed and control inputs in the dynamic model are subject to saturation constraints.

[0054] Step two: Based on the actual train operation scenario, analyze the task requirements of multi-train operation on high-speed railways, and define the position and speed control indicators for multi-train operation control on high-speed railways. Specifically, the multi-train control indicators are as follows:

[0055]

[0056] Where, ε ij Let ε represent the expected relative distance between train i and its neighboring train j, ε represent the length of the self-adjusting region, and v0 represent the expected speed of all trains. The first indicator above means the relative position of train i and its neighboring train j relative to the expected relative distance ε. ijThe difference eventually stabilizes in a bounded region, which we call the self-adjusting region, as shown in the diagram below. Figure 1 As shown. The second indicator above means that each train eventually tracks to the same desired speed v0;

[0057] Step 3: Based on the dynamic model and control objectives, a multi-train segmented cooperative control algorithm for high-speed rail was designed. Specifically, the multi-train segmented cooperative control algorithm for high-speed rail is as follows:

[0058] u i (kT)=u fi (kT)+u ci (kT),

[0059]

[0060]

[0061] in, ε is the maximum traction acceleration of train i, where train i-1 represents the train i traveling in the direction of its predecessor. a p represents the length of the cooperative region. i-1 (kT)-p i (kT)>ε a This indicates that train i is in the acceleration zone; This indicates that train i is in the self-adjustment zone, M i (kT)={j∈F i ||p j (kT)-p i (kT)-ε ji |>ε / 2} represents the time-varying neighbor set of train i at time kT. Train j∈M is considered to be outside the self-adjustment zone when the relative position of neighboring train j to train i is outside the self-adjustment zone. i (kT); a ij k represents the communication topology weight between train i and train j. i , λ i1 , λ i2 This indicates the control algorithm parameters; other cases indicate that train i is in the cooperative zone. The algorithm consists of two main parts: the damping compensation part u... fi (kT) and drive control section u ci (kT), the damping compensation section counteracts the effects of train running resistance, while the drive control section ensures all trains operate stably at the desired speed within the self-adjusting zone. The drive control section consists of three control strategies, switching between different strategies depending on the train's location, as illustrated in the diagram below. Figure 2 As shown. When train i is in the acceleration zone, it adopts the first control strategy to achieve maximum acceleration α. iWhen train i is in the self-adjustment zone, it follows the preceding train and employs the second control strategy -k. i (v i (kT)-v0) tracks its own desired speed v0 without cooperating with adjacent trains. When train i is in the cooperation zone, it adopts the third control strategy to track its desired speed v0 while cooperating with adjacent trains in position and speed.

[0062] Step four: To ensure the effectiveness and convergence of the control algorithm and guarantee train operation safety, the parameter sizes of the control algorithm are limited. The range of train speed and control input is set based on the actual train operation conditions, and relevant train resistance parameters are obtained from relevant data. Appropriate control algorithm parameters are selected to meet the system stability requirements. An initial state is set, and simulations of multi-train operation are performed. Simulation results show that during operation, different control strategies are switched according to the region, and all trains stably operate within the self-adjusting region at the desired speed within a finite time, achieving the predetermined control objective. Furthermore, comparative simulations further verify that the self-adjusting region can effectively suppress the propagation of disturbances between trains, and the introduction of speed interaction in the cooperative region can effectively improve the convergence speed of the multi-train system.

[0063] Example 2:

[0064] The present invention will be described below based on specific scenarios.

[0065] like Figure 2 As shown, when the relative position of train i and the preceding train j is greater than the length ε of the cooperative region... a When train i enters the acceleration zone, the length of the cooperative zone is ε. a Greater than the expected relative distance ε ji The self-adjustment zone is defined as a certain area extending to both sides of train i's desired real-time position, with a length of ε, set according to actual conditions. The area outside the acceleration zone and the self-adjustment zone is the train cooperation zone. Adjacent trains can obtain each other's position information through stable network communication. To ensure safe train operation, all trains have the same desired speed, and each train knows its own desired speed. When a train is in the acceleration zone, it accelerates rapidly to the maximum permissible speed at the maximum permissible acceleration until it leaves the acceleration zone. During this process, the train does not need to use information from adjacent trains for cooperative calculations. When a train is in the cooperation zone, it tracks its own desired speed while coordinating position and speed with adjacent trains. When a train enters the self-adjustment zone, it only tracks its own desired speed and does not cooperate with adjacent trains.

[0066] Different control strategies are employed based on the region where the trains are located, enabling multiple trains to converge and remain within the self-adjusting zone within a finite time, operating at the desired speed. To avoid the possibility of frequent switching of the three rules of the control algorithm due to the influence of uncertainties, an adaptive mechanism can be introduced to optimize the switching rules.

[0067] To verify the effectiveness, stability, and efficiency of the segmented collaborative algorithm proposed in this invention, this example uses numerical simulation for verification, including the following steps:

[0068] (1) Determine the dynamic model and control algorithm parameters of multi-train high-speed railway

[0069] Train communication diagram as follows Figure 3 As shown. The constraint set for the speed and control input of each train is defined as V. i =[0,97], U i = [-2, 2]. Sampling time T = 0.5s. Select the damping coefficient a of the train. i =1.176×10 -2 N / kg,b i =7.7616×10 -4 N·s / (m·kg), c i =1.6×10 -5 N·s 2 / (m 2 Nkg). The expected relative position of adjacent trains is ε. ij =10000m, desired velocity is v0 = 83m / s. The length of the cooperative region is taken as ε. a =11000m. The length of the self-adjusting region is taken as ε=500m. Algorithm parameters k that meet the stability conditions are selected. i =0.5, λ i1 =1,λ i2 =2, Train communication network topology diagram ( Figure 3 The weight a of all train communication edges in ) ij =0.1. Let the initial positions and velocities of each train be p1 = 86500m, v1 = 0m / s, p2 = 80000m, v2 = 0m / s, p3 = 71000m, v3 = 0m / s, p4 = 59300m, v4 = 0m / s, p5 = 47000m, v5 = 0m / s, p6 = 40000m, v6 = 0m / s, p7 = 32300m, v7 = 0m / s, p8 = 20000m, v8 = 0m / s, p9 = 8000m, v9 = 0m / s, p 10 =0m,v 10 =0 m / s.

[0070] (2) Constructing a simulation model of the state trajectory of high-speed railway trains

[0071] A simulation model of the state trajectory of multiple trains on a high-speed railway was constructed based on the data in (1). Figure 4 and Figure 6 The relative position and speed trajectory of the train with a self-adjusting zone (ε = 500m) Figure 5 and Figure 7 The relative position and speed trajectory of the train without self-adjustment zone (ε=0m). Figure 4 and Figure 6 This indicates that the multi-train segmented cooperative control method described in this invention can achieve the predetermined control objective of all trains running stably at the desired speed within the self-adjustment zone within a finite time. Assuming that during the time period from t=450s to t=600s, train 2 is subjected to a sinusoidal disturbance, caused by... Figure 4 and Figure 6 It can be seen that when there is a self-adjusting zone, the disturbance only affects the position and speed of train 2. Figure 5 and Figure 7 It can be seen that without a self-adjustment zone, interference will propagate along the communication topology, thus affecting the status of all trains. Simulation results show that the self-adjustment zone has a certain buffering effect, and by sacrificing some control accuracy, it can effectively suppress the propagation of disturbances and improve the overall anti-interference capability of the multi-train system.

[0072] Furthermore, based on the initial position of the trains, trains 4, 5, 8, and 9 were in the acceleration zone at the start, and these trains tracked the train ahead with maximum acceleration. Figure 6 and Figure 7 The results are consistent. In the acceleration zone, the train only needs to track the preceding train at maximum acceleration, without needing to use the state information of adjacent trains for collaborative calculations, thus effectively reducing the cost of train collaborative calculations and communication.

[0073] Figure 8 This indicates the relative position trajectory of a train that simultaneously uses the position and speed information of adjacent trains within the cooperative area. Figure 9 This represents the relative position trajectory of a train in the cooperative region, where it coordinates using only the position information of adjacent trains. Simulation results show that, under the same system parameters, control objectives, and initial conditions, a multi-train system that coordinates using both the position and speed information of adjacent trains stabilizes after t = 179 s, while a multi-train system that coordinates using only the position information of adjacent trains stabilizes after t = 213 s. Therefore, introducing speed interaction in the cooperative region can accelerate the convergence speed of the multi-train system and improve the efficiency of multi-train operation control.

[0074] In summary, this invention constructs a high-speed railway train dynamics model with limited speed and control inputs. Then, based on the actual operation scenario of multiple trains, it proposes a control objective to converge the relative positions of adjacent trains within a desired self-adjusting region, ensuring all trains operate stably at the desired speed. Based on the dynamics model and the control objective, a segmented cooperative control algorithm for high-speed railway trains is designed. According to the relative positions of a train with adjacent trains, the train's location is divided into an acceleration zone, a self-adjusting zone, and a cooperative zone. When a train is in the acceleration zone, it rapidly accelerates to the maximum permissible speed with maximum traction acceleration until it leaves the acceleration zone. When a train is in the self-adjusting zone, it tracks the desired speed without interacting with adjacent trains. When a train is in the cooperative zone, it tracks the desired speed while simultaneously coordinating position and speed states with adjacent trains. The method described in this invention differs from existing control methods with a single cooperative zone. The desired relative positions of multiple trains achieved by this method are not fixed but rather within a bounded self-adjusting region, and all trains ultimately operate stably at the desired speed. The introduction of an acceleration zone effectively reduces the computational cost and communication overhead of train coordination, while the introduction of a self-adjustment zone effectively suppresses the propagation of disturbances between trains. The introduction of speed interaction within the coordination zone accelerates the convergence speed of multi-train coordination. The segmented coordinated control method, which switches between different control strategies based on the train's location, improves the stability, robustness, and efficiency of multi-train operation control.

[0075] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A multi-train segmented cooperative control method for high-speed railways based on moving block signaling, characterized in that, Includes the following steps: The real-time operating condition of the target train is determined based on its relative position to its adjacent trains, and a corresponding control strategy is selected to control the target train based on the real-time operating condition. The real-time operating conditions include a cooperative zone and a non-cooperative zone; When the target train is in the cooperative zone, the corresponding control strategy is that the target train cooperates with its adjacent trains; the cooperation includes speed and / or position cooperation; when the target train is in the non-cooperative zone, the corresponding control strategy is that the target train is not required to cooperate with its adjacent trains. The non-cooperative region includes an acceleration region and a self-adjustment region; When the target train is in the acceleration zone, the corresponding control strategy is for the target train to track the preceding train with maximum acceleration. When the target train is in the self-adjustment zone, the corresponding control strategy is to track its own desired speed without cooperating with adjacent trains. The real-time operating condition of the target train is determined based on its relative position to adjacent trains, using the following formula: When the target train and its adjacent trains satisfy the following: Then, determine the current acceleration zone of the target train; where, For adjacent trains exist The position at that moment; For the target train exist The position at that moment; Indicates the length of the cooperation region; If the target train and its adjacent trains satisfy the following formula, then the target train is determined to be currently in the self-adjustment zone: in, For adjacent trains exist The position at that moment; Indicates the target train With adjacent trains The expected relative distance Indicates the length of the self-adjusting region. Indicates the target train The neighborhood group, For the target train exist The time-varying neighbor set at any given moment; For the target train exist A time-varying neighbor set at any given moment, when adjacent trains With the target train When the relative positions between them are outside the self-adjustment zone, the train , Indicates the target train Located in the self-adjusting zone; If the target train and its adjacent trains satisfy the following formula, then the target train is determined to be currently in a cooperative zone: 。 2. The high-speed railway multi-train segmented cooperative control method based on moving block as described in claim 1, characterized in that, Based on the real-time operating conditions, a corresponding control strategy is selected to control the target train, which is achieved through the following control algorithm: in, Sampling time, The sampling period is Indicates the target train exist Location at any given moment Indicates the target train exist The speed of time Indicates the target train exist The control input at any given time is the train's traction acceleration. For the target train exist Damping compensation at any given time, For the target train exist The driving control part at specific moments; , and These are three different damping parameters obtained from the actual operation of the train; It is a train Maximum traction acceleration of the train Indicates the target train The train ahead, Indicates the target train Located in the acceleration zone, Indicates the length of the collaborative region; Indicates the target train With adjacent trains The expected relative distance between them Indicates the target train With the train Communication topology weights, , , This represents three different parameters for the control algorithm; other cases represent the train. Located in the collaborative zone, Indicates the target train The expected speed.

3. The high-speed railway multi-train segmented cooperative control method based on moving block as described in claim 2, characterized in that, The control parameters of the control algorithm are: 。 4. The high-speed railway multi-train segmented cooperative control method based on moving block as described in claim 3, characterized in that, The control algorithm is based on the following dynamic model: in, Sampling time, The sampling period is For the target train exist The position at that moment; Indicates the target train exist Location at any given moment Indicates the target train exist The speed of time; Indicates the target train exist The speed of time Indicates the target train exist The control input at any given time, i.e., the target train traction acceleration; Indicates the target train velocity saturation constraint Indicates the target train The set of speed constraints Indicates the minimum speed of the target train. Indicates the maximum speed of the target train; Indicates the target train The control input saturation constraint, Indicates the target train The set of acceleration constraints Indicates the target train Maximum braking acceleration, Indicates the target train Maximum traction acceleration; , and These are damping parameters obtained from actual train operation.

5. A computer system comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 4.

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