Control method and device for trains in virtual coupled train formation

Abstract

The present application provides a control method and device for trains in a virtual coupled train formation, the device comprising a train automatic protection module, a train control and monitoring system, a multifunctional vehicle bus, and a first braking unit and a second braking unit connected to the multifunctional vehicle bus; the train automatic protection module is used to control the first braking unit and the second braking unit through the train control and monitoring system; the train automatic protection module is used to: determine the target braking rate required to be output by the second braking unit and the integrated braking rate required by the vehicle at the current moment while maintaining a safety distance of 0 based on the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the vehicle itself and the acceleration of the vehicle itself, determine the safety distance between the vehicle itself and the preceding vehicle at the current moment based on the target braking rate, and then control the distance between the vehicle itself and the preceding vehicle through the safety distance, and control the second braking unit based on the integrated braking rate and the target braking rate.

Description

Technical Field

[0001] The present invention relates to the technical field of train control, and in particular to a control method and device for trains in a virtual coupled train formation. Background Art

[0002] Virtual coupled train formation refers to the coordinated operation of two or more train formations through information interaction and sensing between trains. Among them, the first train in the formation is the main train, responsible for external communications, internal coordinated protection, and coordinated operation; other trains in the fleet that follow the main train are slave trains. The virtual coupled train formation adopts collaborative protection and control technology, and eliminates the physical couplers between trains in the formation. In order to avoid collisions between trains in the formation, the rear-sequence train needs to maintain a sufficiently safe distance interval to follow the front-sequence train. At the same time, the train interval in the formation should be reduced as much as possible, so as to achieve the requirements of virtual coupled train groups to improve operational efficiency and reduce construction and operation costs.

[0003] At present, the method to reduce the interval between trains in a virtual coupled train formation is mainly to shorten the communication delay so that the front and rear trains in the formation can brake as synchronously as possible, thereby achieving the purpose of shortening the interval between the two trains in the virtual coupled train. However, shortening the communication delay has little effect on improving the interval between the two trains. Summary of the invention

[0004] In view of the above-mentioned shortcomings of the prior art, the present invention provides a control method and device for trains in a virtual coupled train formation.

[0005] The first aspect of the present application provides a control device for a train in a virtual coupled train formation, comprising:

[0006] An automatic train protection module, a train control and monitoring system, a multifunctional vehicle bus, and a first brake unit and a second brake unit connected to the multifunctional vehicle bus;

[0007] The automatic train protection module is connected to the train control and monitoring system via the multifunctional vehicle bus;

[0008] The automatic train protection module is used to output a control instruction to the train control and monitoring system, so that the train control and monitoring system controls the first braking unit and the second braking unit according to the control instruction;

[0009] The automatic train protection module is used for:

[0010] Obtain the speed and acceleration of the vehicle at the current moment, as well as the speed of the preceding vehicle at the current moment, wherein the vehicle refers to the train to which the automatic train protection module belongs, and the preceding vehicle refers to the preceding train of the vehicle in the virtual coupled train formation to which the vehicle belongs;

[0011] Determine the target braking rate of the second braking unit and the integrated braking rate of the vehicle at the current moment according to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the vehicle, and the acceleration of the vehicle, wherein the most unfavorable emergency braking rate represents the maximum braking rate that can be output by the corresponding braking unit in a braking scenario, the target braking rate of the second braking unit represents the braking rate that the second braking unit needs to output when the safety distance is equal to 0, and the integrated braking rate represents the braking rate that the vehicle needs to output when the safety distance is equal to 0;

[0012] Determine the safe distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate, and output a control instruction to the train control and monitoring system according to the integrated braking rate and the target braking rate;

[0013] The distance between the vehicle and the preceding vehicle is controlled according to the safety distance.

[0014] Optionally, when the automatic train protection module determines the target braking rate of the second braking unit at the current moment according to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the own vehicle, and the acceleration of the own vehicle, it is used to:

[0015] Obtaining a communication delay travel distance according to the speed of the vehicle, wherein the communication delay travel distance is determined according to the communication delay between the vehicle and the preceding vehicle;

[0016] Obtain the braking distance of the preceding vehicle according to the speed of the preceding vehicle;

[0017] Determine the braking distance of the vehicle in other stages of the braking scenario except the emergency brake application stage according to the speed of the vehicle and the acceleration of the vehicle;

[0018] The target braking rate of the second braking unit at the current moment is determined based on the communication delay distance, the braking distance of the preceding vehicle, the braking distances in other stages, the speed of the vehicle, the acceleration of the vehicle, the most unfavorable emergency braking rate of the first braking unit, the preset nominal safety distance and the initial positioning error.

[0019] Optionally, when the train automatic protection module outputs a control instruction to the train control and monitoring system according to the integrated braking rate and the target braking rate, it is used to:

[0020] When the integrated braking rate is less than or equal to the most unfavorable emergency braking rate of the first braking unit, outputting a first control instruction to the train control and monitoring system, wherein the first control instruction indicates that the second braking unit is not activated;

[0021] When the integrated braking rate is greater than the most unfavorable emergency braking rate of the first braking unit and the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, a second control instruction is output to the train control and monitoring system, the second control instruction carries the target braking rate, and the second control instruction represents enabling the second braking unit and controlling the second braking unit to output the target braking rate.

[0022] Optionally, when the automatic train protection module determines the safe distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate, it is used to:

[0023] When the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, determining the safety distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate and the most unfavorable emergency braking rate of the first braking unit;

[0024] When the target braking rate is greater than the most unfavorable emergency braking rate of the second braking unit, the safety distance between the vehicle and the preceding vehicle at the current moment is determined according to the most unfavorable emergency braking rate of the second braking unit and the most unfavorable emergency braking rate of the first braking unit.

[0025] Optionally, when the train automatic protection module controls the distance between the vehicle and the preceding vehicle according to the safety distance, it is used to:

[0026] If the distance between the vehicle and the vehicle ahead is equal to the safety distance at the current moment, the vehicle is controlled to run at the current speed;

[0027] If the distance between the vehicle and the preceding vehicle is less than the safety distance at the current moment, the vehicle is controlled to decelerate so that the distance between the vehicle and the preceding vehicle increases to the safety distance;

[0028] If the distance between the vehicle and the vehicle in front is greater than the safety distance at the current moment, the vehicle is controlled to accelerate so that the distance between the vehicle and the vehicle in front is reduced to the safety distance.

[0029] A second aspect of the present application provides a control method for a train in a virtual coupled train formation, which is applied to a train automatic protection module, wherein the train automatic protection module is used to control a first braking unit and a second braking unit of the vehicle, and the vehicle refers to the train to which the train automatic protection module belongs;

[0030] The method comprises:

[0031] Obtain the speed and acceleration of the vehicle at the current moment, as well as the speed of the preceding vehicle at the current moment, where the preceding vehicle refers to the preceding train of the vehicle in the virtual coupled train formation to which the vehicle belongs;

[0032] Determine the target braking rate of the second braking unit and the integrated braking rate of the vehicle at the current moment according to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the vehicle, and the acceleration of the vehicle, wherein the most unfavorable emergency braking rate represents the maximum braking rate that can be output by the corresponding braking unit in a braking scenario, the target braking rate of the second braking unit represents the braking rate that the second braking unit needs to output when the safety distance is equal to 0, and the integrated braking rate represents the braking rate that the vehicle needs to output when the safety distance is equal to 0;

[0033] Determine the safe distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate, and output a control instruction to the train control and monitoring system according to the integrated braking rate and the target braking rate;

[0034] The distance between the vehicle and the preceding vehicle is controlled according to the safety distance.

[0035] Optionally, determining the target braking rate of the second braking unit at the current moment according to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the own vehicle, and the acceleration of the own vehicle includes:

[0036] Obtaining a communication delay travel distance according to the speed of the vehicle, wherein the communication delay travel distance is determined according to the communication delay between the vehicle and the preceding vehicle;

[0037] Obtain the braking distance of the preceding vehicle according to the speed of the preceding vehicle;

[0038] Determine the braking distance of the vehicle in other stages of the braking scenario except the emergency brake application stage according to the speed of the vehicle and the acceleration of the vehicle;

[0039] The target braking rate of the second braking unit at the current moment is determined based on the communication delay distance, the braking distance of the preceding vehicle, the braking distances in other stages, the speed of the vehicle, the acceleration of the vehicle, the most unfavorable emergency braking rate of the first braking unit, the preset nominal safety distance and the initial positioning error.

[0040] Optionally, outputting a control instruction to the train control and monitoring system according to the integrated braking rate and the target braking rate includes:

[0041] When the integrated braking rate is less than or equal to the most unfavorable emergency braking rate of the first braking unit, outputting a first control instruction to the train control and monitoring system, wherein the first control instruction indicates that the second braking unit is not activated;

[0042] When the integrated braking rate is greater than the most unfavorable emergency braking rate of the first braking unit and the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, a second control instruction is output to the train control and monitoring system, the second control instruction carries the target braking rate, and the second control instruction represents enabling the second braking unit and controlling the second braking unit to output the target braking rate.

[0043] Optionally, determining the safety distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate includes:

[0044] When the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, determining the safety distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate and the most unfavorable emergency braking rate of the first braking unit;

[0045] When the target braking rate is greater than the most unfavorable emergency braking rate of the second braking unit, the safety distance between the vehicle and the preceding vehicle at the current moment is determined according to the most unfavorable emergency braking rate of the second braking unit and the most unfavorable emergency braking rate of the first braking unit.

[0046] Optionally, controlling the distance between the vehicle and the preceding vehicle according to the safety distance includes:

[0047] If the distance between the vehicle and the vehicle ahead is equal to the safety distance at the current moment, the vehicle is controlled to run at the current speed;

[0048] If the distance between the vehicle and the preceding vehicle is less than the safety distance at the current moment, the vehicle is controlled to decelerate so that the distance between the vehicle and the preceding vehicle increases to the safety distance;

[0049] If the distance between the vehicle and the vehicle in front is greater than the safety distance at the current moment, the vehicle is controlled to accelerate so that the distance between the vehicle and the vehicle in front is reduced to the safety distance.

[0050] The beneficial effects of this application are:

[0051] By adding a second braking unit to the train and controlling the second braking unit to output the corresponding braking rate when braking is required according to the speed of the vehicle and the preceding vehicle, the integrated braking rate of the vehicle can be significantly improved, and the safety distance between the vehicle and the preceding vehicle can be reduced, thereby significantly shortening the distance between the vehicle and the preceding vehicle in the virtual coupled train formation. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0053] Figure 1 It is a structural schematic diagram of a train braking system provided in an embodiment of the present application;

[0054] Figure 2 is a schematic diagram of a train safety braking model provided in an embodiment of the present application;

[0055] Figure 3 It is a schematic diagram of a two-car tracking model in a virtual coupled train formation provided by an embodiment of the present application;

[0056] Figure 4 This is a flow chart of a train automatic protection module output control instruction provided by an embodiment of the present application;

[0057] Figure 5 It is a flow chart of a method for controlling trains in a virtual coupled train formation provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0059] The control method of this embodiment can be Figure 1 The braking system shown is implemented. The braking system may include an Automatic Train Protection (ATP) module, a Multifunction Vehicle Bus (MVB), a first brake unit (BCU), a second brake unit, and a Train Control and Monitoring System (TCMS).

[0060] Among them, the first braking unit can be an existing braking unit on the train, and the second braking unit can be a newly added braking unit of the present invention. The two brakes do not interfere with each other, and both braking units are connected to TCMS through MVB and controlled by TCMS. TCMS can receive control instructions from ATP and control the first control unit and the second control unit based on the control instructions.

[0061] In this embodiment, the first braking unit can be used as the main braking unit, and the second braking unit can be used as the backup braking unit. That is to say, the first braking unit can be kept in the started state by default, and the second braking unit can be started only when ATP determines that it needs to be started. When ATP determines that it does not need to be started, the second braking unit can be kept in the closed state, which can reduce the energy consumption of the train.

[0062] When ATP determines that the current train does not belong to a virtual coupled train formation, or when it determines that the current train belongs to the first train in a virtual coupled train formation (i.e., the front train in the formation), it can determine that there is no need to activate the second braking unit. At this time, ATP can send an instruction to TCMS to close the second braking unit, and TCMS controls the second braking unit to be in a closed state according to the instruction.

[0063] When it is determined that the current train belongs to a virtual coupled train formation and is the last train in the formation, ATP can calculate the required braking rate of the vehicle in real time based on the real-time interval between the vehicle and the front vehicle, the speed of the vehicle and other data, while ensuring that the vehicle does not collide with the front vehicle, and determine whether the second braking unit needs to be activated based on the required braking rate of the vehicle and the braking rate of the first braking unit. When it is determined that the second braking unit needs to be activated, the instruction to activate the second braking unit and the required second braking rate are sent to TCMS. TCMS activates the second braking unit and controls the second braking unit to brake according to the second braking rate based on the received instruction. The second braking rate here can be understood as the braking rate that the second braking unit needs to generate to ensure that the vehicle does not collide with the front vehicle under the current circumstances.

[0064] The rear train in a virtual coupled train formation can form a formation with every train behind the front train. In other words, all trains in the virtual coupled train formation except the front train belong to the rear train.

[0065] ATP can receive formation commands issued by the Automatic Train Supervision (ATS). The formation commands include the identification of each train in the formation and the order of each train in the formation. After each train in the formation completes the formation formation, each train can continuously communicate with the trains in the formation to maintain the formation status. Based on the above formation commands, ATP can determine whether the train (i.e. the train to which ATP belongs) belongs to the virtual coupled train formation, and whether it belongs to the front or rear train in the formation.

[0066] The braking process of a train can be divided into several stages: Figure 2 Taking the safety braking model shown in the figure as an example, it can be divided into 6 stages, among which Section A and Section B are the stages from when ATP sends the traction removal command to when the vehicle actually removes the traction, Section C is the stage from when the emergency braking rate is from 0 to 10%, and Section D is the stage from when the emergency braking is applied to when the braking rate is applied to 90% of the braking rate; since the train braking rate value before the emergency braking is established is uncontrollable, Section CD is listed as the train's coasting stage, and Section E is the emergency braking application stage. The typical train parameters in the above stages are shown in Table 1. It can be seen that the total time of Section AD is 3s, so the section E generally affects the interval between the two vehicles. In order to ensure safety, the most unfavorable emergency braking rate is generally used in Section E to calculate the interval between the two vehicles at the end of Section E (i.e., the interval between the front and rear vehicles).

[0067] Table 1

[0068] Traction removal time (s) EB braking rate from 0~10% time (s) Time from 10% to 90% of EB braking rate (s) <![CDATA[Most adverse EB acceleration (cm / s 2 )]]> <![CDATA[Most favorable acceleration (cm / s 2 )]]> 1.5 0.3 1.2 90 120

[0069] Based on the above safety braking model, it can be determined as follows Figure 3 The schematic diagram of the two-car tracking model in the virtual coupled train formation is shown. For the rear car in the virtual coupled train formation, the ATP of the train can be calculated based on Figure 3 The tracking model shown calculates the limit safety distance between the two vehicles and controls the braking rate of the own vehicle based on the limit safety distance.

[0070] For the rear train in the virtual coupled train formation, the most unfavorable situation is that the train and the front train trigger emergency braking at the same time. As long as the interval between the two trains in the most unfavorable situation can meet the braking distance of the train, the train can stop without hitting the front train. In addition, in order to improve safety, the front train only considers the emergency braking distance of section E.

[0071] Based on the above conditions, the following formula (1) can be determined to calculate the real-time safety distance of the vehicle in front of the scene at any time.

[0072]

[0073] Among them, S(t) represents the real-time safety distance of the vehicle at any time t. Ideally, this value should be equal to 0. S 0 is the preset nominal safety distance, and its value can be set according to the operating environment of the train. For example, it can be set to 5 meters. 0 Indicates the preset initial positioning error, which can be set to 2 meters, for example, L t S represents the distance traveled by the vehicle taking into account the communication delay of the previous vehicle. Fneb The braking distance required for the vehicle to brake, S LEIndicates the distance required for braking of the vehicle in front in section E.

[0074] L t It can be calculated according to the following formula (2).

[0075]

[0076] S Fneb It can be calculated according to the following formula (3).

[0077]

[0078] S LE It can be calculated according to the following formula (4).

[0079]

[0080] Among them, S FAB Indicates the distance traveled by the vehicle in stages A and B during braking, S FCD Indicates the distance traveled by the vehicle during braking in stages C and D, S FE Indicates the distance traveled by the vehicle in section E when braking, v L0 represents the initial speed of the front vehicle, a Fneb It represents the integrated braking rate of the vehicle. In this embodiment, if the second braking unit is enabled, the integrated braking rate may be equal to the sum of the braking rate output by the first braking unit and the braking rate output by the second braking unit.

[0081] The most unfavorable emergency braking rate of the braking unit may be understood as the guaranteed maximum braking rate that the braking unit can output.

[0082] a Leb Indicates the most favorable braking rate of the preceding vehicle. The reason for using the most favorable braking rate of the preceding vehicle is that, in order to improve safety, it is necessary to consider the most unfavorable situation for the vehicle when calculating the safety distance of the vehicle, that is, the situation where the preceding vehicle stops at the shortest distance using the most favorable braking rate. In this embodiment, the most favorable braking rate of the preceding vehicle can be a fixed parameter pre-written into the ATP of the vehicle.

[0083] v F0 represents the initial speed of the vehicle, a F0 represents the initial acceleration of the vehicle, t y represents the communication delay of the previous vehicle, t 0 It indicates the duration of the A stage and the B stage during the braking of the vehicle, that is, the time taken by the vehicle to remove the traction, t 1 +t 2 It indicates the duration of the C and D stages during braking, that is, the duration during which the emergency braking rate of the vehicle changes from 0% to 90%. Based on the principle of fault-oriented safety, the vehicle is considered to be inert during this stage.

[0084] The initial speed of the vehicle can be understood as the speed of the vehicle when the emergency braking scenario is triggered.

[0085] In this embodiment, when determining the safe distance at the current moment, ATP can determine the speed and acceleration of the vehicle at the current moment as the initial speed and initial acceleration of the vehicle in the above formula, and determine the speed of the front vehicle at the current moment as the initial speed of the front vehicle in the above formula.

[0086] r represents the slope acceleration used in the braking distance calculation model of this vehicle.

[0087] Among the above parameters, t 0 and t 1 +t 2 They are all related to train parameters, which can be fixed parameters pre-written in ATP based on the model of the train.

[0088] The slope acceleration r is related to the conditions of the current route of the vehicle. In this embodiment, ATP can determine the route section where the vehicle is currently located, and then obtain the slope acceleration r of the route section from a pre-constructed database that stores the slope acceleration values ​​of each route section.

[0089] Combining formulas (1) to (4), we can obtain the required braking rate (i.e., the aforementioned integrated braking rate) a of the vehicle in the platoon to satisfy the condition that the safety distance S(t) between the vehicle and the vehicle in front is equal to 0 when the speed of the vehicle in the rear sequence is similar to that of the vehicle in the platoon. Fneb The calculation formula (5) is:

[0090]

[0091] Based on the principle of fault-oriented safety, consider the situation where the first brake unit of the vehicle brakes at the most unfavorable emergency braking rate, that is, assuming that the braking rate a that the first brake unit can output is Fneb1 Equal to the most unfavorable emergency braking rate a of the first brake unit bcu1 Then, in order to meet the required braking rate of the vehicle determined in formula (5), the braking rate a that the second braking unit needs to output is Fneb2 It can be calculated according to the following formula (6).

[0092]

[0093] In this embodiment, ATP can first calculate the integrated braking rate a required for the vehicle to meet the condition that the safety distance S(t) is at least equal to 0 at the current time t according to the above formula (5): Fneb , and according to formula (6), the braking rate a that the second braking unit needs to output to achieve the integrated braking rate is calculated Fneb2Then, based on the integrated braking rate, the braking rate that the second braking unit needs to output, the most unfavorable emergency braking rate of the first braking unit, and the most unfavorable emergency braking rate of the second braking unit, the following formula is used: Figure 4 The corresponding instructions are output to TCMS in the manner shown.

[0094] S401, determining whether the required braking rate of the second braking unit is greater than the most unfavorable emergency braking rate of the second braking unit.

[0095] The required braking rate of the second braking unit is a calculated according to formula (6): Fneb2 .

[0096] If the required braking rate of the second brake unit is less than or equal to the most unfavorable emergency braking rate a of the second brake unit bcu2 , execute S402, if the required braking rate of the second braking unit is greater than the most unfavorable emergency braking rate of the second braking unit, execute S406.

[0097] S402, determining whether the integrated braking rate is greater than the most unfavorable emergency braking rate of the first braking unit.

[0098] If the integrated braking rate is less than or equal to the most unfavorable emergency braking rate a of the first braking unit bcu1 , that is, a Fneb ≦a bcu1 , then execute step S403, if the integrated braking rate is greater than the most unfavorable emergency braking rate of the first braking unit, that is, a Fneb >a bcu1 , then execute step S404.

[0099] S403, outputting a first control instruction for not starting the second braking unit.

[0100] In step S403, the ATP may output a first control instruction to the TCMS to disable the second braking unit. Based on the first control instruction, the TCMS controls the second braking unit to be in a closed state at time t.

[0101] Without activating the second brake unit, ATP can determine the safe distance between the vehicle and the preceding vehicle based on the most unfavorable emergency braking rate of the first brake unit, which can be determined specifically according to the following formula (7).

[0102]

[0103] S404, outputting a second control instruction for starting the second braking unit, where the second control instruction carries a required braking rate of the second braking unit.

[0104] In step S404, ATP can output a second control instruction to TCMS. After TCMS receives the second control instruction, if braking is required at the current moment, TCMS responds to the second control instruction, controls the second braking unit to start at the current moment, and controls the second braking unit to brake according to the required braking rate of the second braking unit carried in the instruction.

[0105] S405, controlling the interval between the vehicle and the preceding vehicle according to the required braking rate of the second braking unit.

[0106] If at the current time t, ATP determines that the required braking rate of the second brake unit is less than the most unfavorable emergency braking rate of the second brake unit, then ATP can determine the safety distance S(t) between the vehicle and the vehicle in front at the current time t according to the following formula (8), and then control the distance between the vehicle and the vehicle in front to be the safety distance.

[0107]

[0108] Specifically, determine the safety distance S(t) between the vehicle and the vehicle in front at the current moment t. If the distance between the vehicle and the vehicle in front is greater than the safety distance at this moment, the vehicle can be controlled to accelerate to reduce the distance between the two vehicles to the safety distance. If the distance between the vehicle and the vehicle in front is less than the safety distance at this moment, the vehicle can be controlled to decelerate to increase the distance between the two vehicles to the safety distance. If the distance between the vehicle and the vehicle in front is equal to the safety distance at this moment, the vehicle can be controlled to run at the current speed to keep the distance between the two vehicles at the safety distance.

[0109] In contrast, without the introduction of the second brake unit, the safety distance between the vehicle and the preceding vehicle can be expressed by the aforementioned formula (7).

[0110] It can be seen that by introducing the second brake unit, when the most unfavorable emergency braking rate of the second brake unit is greater than the required braking rate of the second brake unit at the current moment, the second brake unit can shorten the safety distance between the vehicle and the preceding vehicle by L. s1 .

[0111]

[0112] S406: Control the interval between the vehicle and the preceding vehicle according to the most unfavorable emergency braking rate of the second braking unit.

[0113] When the most unfavorable emergency braking rate of the second brake unit is less than the required braking rate of the second brake unit at the current moment, ATP can determine the safety distance S(t) between the vehicle and the vehicle in front at the current moment t according to the following formula (10), and then control the distance between the vehicle and the vehicle in front to be within the safety distance.

[0114]

[0115] Comparing the above safety distance with the safety distance S(t)' in formula (7) without the introduction of the second brake unit, it can be seen that even if the most unfavorable emergency braking rate of the second brake unit is less than the required braking rate of the second brake unit at the current moment, the introduction of the second brake unit can also shorten the distance between the vehicle and the preceding vehicle by L s2 .

[0116]

[0117] It should be noted that the performance of the additional second brake unit is consistent with the braking performance of the existing brake unit (i.e., the first brake unit). Generally speaking, when the speeds of the front and rear vehicles are similar, the required braking rate a of the second brake unit is Fneb2 The most unfavorable emergency braking rate of the second brake unit will not be exceeded.

[0118] In summary, by adding a brake unit, the distance between the two vehicles can be shortened, and the maximum distance that can be shortened is L. s2 , thereby improving the performance of the virtual coupled train formation.

[0119] The embodiment of the present application provides a control device for trains in a virtual coupled train formation, and the device may include:

[0120] A train automatic protection module, a train control and monitoring system, a multifunctional vehicle bus, a first brake unit and a second brake unit connected to the multifunctional vehicle bus;

[0121] The automatic train protection module is connected to the train control and monitoring system via a multi-function vehicle bus.

[0122] The structure of the device can be seen in Figure 1 , no more details.

[0123] The train automatic protection module is used to output control instructions to the train control and monitoring system, so that the train control and monitoring system controls the first brake unit and the second brake unit according to the control instructions;

[0124] The automatic train protection module is used for:

[0125] Obtain the speed and acceleration of the vehicle at the current moment, as well as the speed of the preceding vehicle at the current moment. The vehicle refers to the train to which the train automatic protection module belongs, and the preceding vehicle refers to the preceding train of the vehicle in the virtual coupled train formation to which the vehicle belongs;

[0126] According to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the own vehicle and the acceleration of the own vehicle, the target braking rate of the second braking unit at the current moment and the integrated braking rate of the own vehicle are determined, the most unfavorable emergency braking rate represents the maximum braking rate that the corresponding braking unit can output under the braking scenario, the target braking rate of the second braking unit represents the braking rate that the second braking unit needs to output when the safety distance is equal to 0, and the integrated braking rate represents the braking rate that the own vehicle needs to output when the safety distance is equal to 0;

[0127] Determine the safe distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate, and output control instructions to the train control and monitoring system according to the integrated braking rate and the target braking rate;

[0128] Control the distance between your vehicle and the vehicle ahead according to the safety distance.

[0129] The beneficial effects of this embodiment are:

[0130] By adding a second braking unit to the train and controlling the second braking unit to output the corresponding braking rate when braking is required according to the speed of the vehicle and the preceding vehicle, the integrated braking rate of the vehicle can be significantly improved, and the safety distance between the vehicle and the preceding vehicle can be reduced, thereby significantly shortening the distance between the vehicle and the preceding vehicle in the virtual coupled train formation.

[0131] Optionally, when the train automatic protection module determines the target braking rate of the second braking unit at the current moment according to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the own vehicle and the acceleration of the own vehicle, it is used to:

[0132] The communication delay distance is obtained according to the speed of the vehicle, and the communication delay distance is determined according to the communication delay between the vehicle and the preceding vehicle;

[0133] Obtain the braking distance of the preceding vehicle according to the speed of the preceding vehicle;

[0134] Determine the braking distance of the vehicle in other stages of the braking scenario except the emergency brake application stage according to the speed of the vehicle and the acceleration of the vehicle;

[0135] The target braking rate of the second braking unit at the current moment is determined based on the communication delay distance, the braking distance of the preceding vehicle, the braking distances in other stages, the speed of the own vehicle, the acceleration of the own vehicle, the most unfavorable emergency braking rate of the first braking unit, the preset nominal safety distance and the initial positioning error.

[0136] The process of determining the target braking rate can refer to the formulas (1) to (6) in the above embodiment, and will not be repeated here. The target braking rate is equivalent to a in the above embodiment. Fneb2 , the speed of the car is v F0 , the acceleration of the car is a F0, the speed of the front vehicle is v L0 , the integrated braking rate is equivalent to a Fneb .

[0137] Optionally, when the train automatic protection module outputs a control instruction to the train control and monitoring system according to the integrated braking rate and the target braking rate, it is used to:

[0138] When the integrated braking rate is less than or equal to the most unfavorable emergency braking rate of the first braking unit, outputting a first control instruction to the train control and monitoring system, wherein the first control instruction indicates that the second braking unit is not activated;

[0139] When the integrated braking rate is greater than the most unfavorable emergency braking rate of the first braking unit and the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, a second control instruction is output to the train control and monitoring system. The second control instruction carries the target braking rate. The second control instruction indicates the activation of the second braking unit and controls the second braking unit to output the target braking rate.

[0140] The process of outputting the first control instruction or the second control instruction may refer to steps S402 to S404 of the aforementioned embodiment, which will not be described in detail.

[0141] Optionally, when the integrated braking rate is greater than the most unfavorable emergency braking rate of the first braking unit and the target braking rate is greater than the most unfavorable emergency braking rate of the second braking unit, the train automatic protection module can output a third control instruction to the train control and monitoring system, and the second control instruction represents enabling the second braking unit and controlling the second braking unit to output the corresponding most unfavorable emergency braking rate.

[0142] Among them, the train control and monitoring system can determine in real time whether braking is required at the current moment. If braking is required, the train control and monitoring system can control the first braking unit to brake according to the corresponding most unfavorable emergency braking rate. At the same time, according to the received control instruction, the second braking unit is started to brake according to the corresponding target braking rate, or brakes according to the most unfavorable emergency braking rate, or the second braking unit is not started.

[0143] Optionally, when the train automatic protection module determines the safe distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate, it is used to:

[0144] When the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, the safety distance between the vehicle and the preceding vehicle at the current moment is determined according to the target braking rate and the most unfavorable emergency braking rate of the first braking unit;

[0145] When the target braking rate is greater than the most unfavorable emergency braking rate of the second braking unit, the safety distance between the vehicle and the preceding vehicle at the current moment is determined according to the most unfavorable emergency braking rate of the second braking unit and the most unfavorable emergency braking rate of the first braking unit.

[0146] The above method of determining the safety distance can refer to formulas (8) and (10) of the above embodiment, which will not be described in detail.

[0147] Optionally, when the train automatic protection module controls the distance between the vehicle and the preceding vehicle according to the safety distance, it is used to:

[0148] If the distance between the vehicle and the vehicle ahead is equal to the safety distance at the current moment, the vehicle is controlled to run at the current speed;

[0149] If the distance between the vehicle and the vehicle in front is less than the safe distance at the current moment, control the vehicle to slow down so that the distance between the vehicle and the vehicle in front increases to the safe distance;

[0150] If the distance between the vehicle and the vehicle in front is greater than the safe distance at the current moment, control the vehicle to accelerate so that the distance between the vehicle and the vehicle in front is reduced to the safe distance.

[0151] The above method of controlling the distance between the vehicle and the preceding vehicle can refer to steps S405 and S406 of the above embodiment, which will not be described in detail.

[0152] An embodiment of the present application also provides a control method for trains in a virtual coupled train formation, which is applied to a train automatic protection module, where the train automatic protection module is used to control the first braking unit and the second braking unit of the vehicle, and the vehicle refers to the train to which the train automatic protection module belongs.

[0153] See also Figure 5 , the control method may include the following steps.

[0154] S501, obtaining the speed and acceleration of the vehicle at the current moment, and the speed of the preceding vehicle at the current moment, where the preceding vehicle refers to the preceding train of the vehicle in the virtual coupled train formation to which the vehicle belongs.

[0155] S502, based on the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the own vehicle and the acceleration of the own vehicle, determine the target braking rate of the second braking unit at the current moment and the integrated braking rate of the own vehicle, the most unfavorable emergency braking rate represents the maximum braking rate that the corresponding braking unit can output under the braking scenario, the target braking rate of the second braking unit represents the braking rate that the second braking unit needs to output when the safety distance is equal to 0, and the integrated braking rate represents the braking rate that the own vehicle needs to output when the safety distance is equal to 0.

[0156] S503, determining the current safety distance between the vehicle and the preceding vehicle according to the target braking rate, and outputting control instructions to the train control and monitoring system according to the integrated braking rate and the target braking rate.

[0157] S504: Control the distance between the vehicle and the vehicle ahead according to the safety distance.

[0158] Optionally, determining the target braking rate of the second braking unit at the current moment according to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the vehicle, and the acceleration of the vehicle includes:

[0159] The communication delay distance is obtained according to the speed of the vehicle, and the communication delay distance is determined according to the communication delay between the vehicle and the preceding vehicle;

[0160] Obtain the braking distance of the front vehicle according to the speed of the front vehicle;

[0161] Determine the braking distance of the vehicle in other stages of the braking scenario except the emergency brake application stage according to the speed of the vehicle and the acceleration of the vehicle;

[0162] The target braking rate of the second braking unit at the current moment is determined based on the communication delay distance, the braking distance of the preceding vehicle, the braking distances in other stages, the speed of the own vehicle, the acceleration of the own vehicle, the most unfavorable emergency braking rate of the first braking unit, the preset nominal safety distance and the initial positioning error.

[0163] Optionally, outputting a control instruction to a train control and monitoring system according to the integrated braking rate and the target braking rate includes:

[0164] When the integrated braking rate is less than or equal to the most unfavorable emergency braking rate of the first braking unit, outputting a first control instruction to the train control and monitoring system, wherein the first control instruction indicates that the second braking unit is not activated;

[0165] When the integrated braking rate is greater than the most unfavorable emergency braking rate of the first braking unit and the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, a second control instruction is output to the train control and monitoring system. The second control instruction carries the target braking rate. The second control instruction indicates the activation of the second braking unit and controls the second braking unit to output the target braking rate.

[0166] Optionally, the safe distance between the vehicle and the preceding vehicle at the current moment is determined according to the target braking rate, including:

[0167] When the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, the safety distance between the vehicle and the preceding vehicle at the current moment is determined according to the target braking rate and the most unfavorable emergency braking rate of the first braking unit;

[0168] When the target braking rate is greater than the most unfavorable emergency braking rate of the second braking unit, the safety distance between the vehicle and the preceding vehicle at the current moment is determined according to the most unfavorable emergency braking rate of the second braking unit and the most unfavorable emergency braking rate of the first braking unit.

[0169] Optionally, the distance between the vehicle and the vehicle ahead is controlled based on the safety distance, including:

[0170] If the distance between the vehicle and the vehicle ahead is equal to the safety distance at the current moment, the vehicle is controlled to run at the current speed;

[0171] If the distance between the vehicle and the vehicle in front is less than the safe distance at the current moment, control the vehicle to slow down so that the distance between the vehicle and the vehicle in front increases to the safe distance;

[0172] If the distance between the vehicle and the vehicle in front is greater than the safe distance at the current moment, control the vehicle to accelerate so that the distance between the vehicle and the vehicle in front is reduced to the safe distance.

[0173] The implementation method of the control method of trains in the above-mentioned virtual coupled train formation can refer to the working principle of the control device of trains in the virtual coupled train formation in the aforementioned embodiment, which will not be repeated here.

[0174] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0175] It should be noted that the concepts such as “first” and “second” mentioned in the present invention are only used to distinguish different systems, modules or units, and are not used to limit the order or interdependence of the functions performed by these systems, modules or units.

[0176] The present application can be implemented or used by professionals and technicians. Various modifications to these embodiments will be apparent to professionals and technicians in the field, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control device for trains in a virtual coupled train formation, characterized in that: include: An automatic train protection module, a train control and monitoring system, a multifunctional vehicle bus, and a first brake unit and a second brake unit connected to the multifunctional vehicle bus; The automatic train protection module is connected to the train control and monitoring system via the multifunctional vehicle bus; The automatic train protection module is used to output a control instruction to the train control and monitoring system, so that the train control and monitoring system controls the first braking unit and the second braking unit according to the control instruction; The automatic train protection module is used for: Obtain the speed and acceleration of the vehicle at the current moment, as well as the speed of the preceding vehicle at the current moment, wherein the vehicle refers to the train to which the automatic train protection module belongs, and the preceding vehicle refers to the preceding train of the vehicle in the virtual coupled train formation to which the vehicle belongs; According to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the own vehicle and the acceleration of the own vehicle, determining the target braking rate of the second braking unit at the current moment and the integrated braking rate of the own vehicle, the most unfavorable emergency braking rate represents the maximum braking rate that can be output by the corresponding braking unit in the braking scenario, the target braking rate of the second braking unit represents the braking rate required to be output by the second braking unit when the safety distance is equal to 0, and the integrated braking rate represents the braking rate required for the own vehicle when the safety distance is equal to 0; Determine the safe distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate, and output a control instruction to the train control and monitoring system according to the integrated braking rate and the target braking rate; The distance between the vehicle and the preceding vehicle is controlled according to the safety distance.

2. The device according to claim 1, characterized in that The automatic train protection module determines the target braking rate of the second braking unit at the current moment according to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the own vehicle and the acceleration of the own vehicle, for: Obtaining a communication delay travel distance according to the speed of the vehicle, wherein the communication delay travel distance is determined according to the communication delay between the vehicle and the preceding vehicle; Obtain the braking distance of the front vehicle according to the speed of the front vehicle; Determine the braking distance of the vehicle in other stages of the braking scenario except the emergency brake application stage according to the speed of the vehicle and the acceleration of the vehicle; The target braking rate of the second braking unit at the current moment is determined based on the communication delay distance, the braking distance of the preceding vehicle, the braking distances in other stages, the speed of the vehicle, the acceleration of the vehicle, the most unfavorable emergency braking rate of the first braking unit, the preset nominal safety distance and the initial positioning error.

3. The device according to claim 1, characterized in that When the train automatic protection module outputs a control instruction to the train control and monitoring system according to the integrated braking rate and the target braking rate, it is used to: When the integrated braking rate is less than or equal to the most unfavorable emergency braking rate of the first braking unit, outputting a first control instruction to the train control and monitoring system, wherein the first control instruction indicates that the second braking unit is not activated; When the integrated braking rate is greater than the most unfavorable emergency braking rate of the first braking unit and the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, a second control instruction is output to the train control and monitoring system, the second control instruction carries the target braking rate, and the second control instruction represents enabling the second braking unit and controlling the second braking unit to output the target braking rate.

4. The device according to claim 1, characterized in that When the automatic train protection module determines the safe distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate, it is used to: When the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, determining the safety distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate and the most unfavorable emergency braking rate of the first braking unit; When the target braking rate is greater than the most unfavorable emergency braking rate of the second braking unit, the safety distance between the vehicle and the preceding vehicle at the current moment is determined according to the most unfavorable emergency braking rate of the second braking unit and the most unfavorable emergency braking rate of the first braking unit.

5. The device according to claim 1, characterized in that When the automatic train protection module controls the distance between the vehicle and the preceding vehicle according to the safety distance, it is used to: If the distance between the vehicle and the vehicle ahead is equal to the safety distance at the current moment, the vehicle is controlled to run at the current speed; If the distance between the vehicle and the preceding vehicle is less than the safety distance at the current moment, the vehicle is controlled to decelerate so that the distance between the vehicle and the preceding vehicle increases to the safety distance; If the distance between the vehicle and the vehicle in front is greater than the safety distance at the current moment, the vehicle is controlled to accelerate so that the distance between the vehicle and the vehicle in front is reduced to the safety distance.

6. A method for controlling trains in a virtual coupled train formation, characterized in that: A control device applied to a train in a virtual coupled train formation, the control device comprising a train automatic protection module and a train control and monitoring system, the train automatic protection module being used to control a first braking unit and a second braking unit of the vehicle, the vehicle referring to the train to which the train automatic protection module belongs; The method comprises: Obtain the speed and acceleration of the vehicle at the current moment, as well as the speed of the preceding vehicle at the current moment, where the preceding vehicle refers to the preceding train of the vehicle in the virtual coupled train formation to which the vehicle belongs; According to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the own vehicle and the acceleration of the own vehicle, determining the target braking rate of the second braking unit at the current moment and the integrated braking rate of the own vehicle, the most unfavorable emergency braking rate represents the maximum braking rate that can be output by the corresponding braking unit in the braking scenario, the target braking rate of the second braking unit represents the braking rate required to be output by the second braking unit when the safety distance is equal to 0, and the integrated braking rate represents the braking rate required for the own vehicle when the safety distance is equal to 0; Determine the safe distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate, and output a control instruction to the train control and monitoring system according to the integrated braking rate and the target braking rate; The distance between the vehicle and the preceding vehicle is controlled according to the safety distance.

7. The method according to claim 6, characterized in that The step of determining the target braking rate of the second braking unit at the current moment according to the most unfavorable emergency braking rate of the first braking unit at the current moment, the speed of the preceding vehicle, the speed of the own vehicle, and the acceleration of the own vehicle comprises: Obtaining a communication delay travel distance according to the speed of the vehicle, wherein the communication delay travel distance is determined according to the communication delay between the vehicle and the preceding vehicle; Obtain the braking distance of the front vehicle according to the speed of the front vehicle; Determine the braking distance of the vehicle in other stages of the braking scenario except the emergency brake application stage according to the speed of the vehicle and the acceleration of the vehicle; The target braking rate of the second braking unit at the current moment is determined based on the communication delay distance, the braking distance of the preceding vehicle, the braking distances in other stages, the speed of the vehicle, the acceleration of the vehicle, the most unfavorable emergency braking rate of the first braking unit, the preset nominal safety distance and the initial positioning error.

8. The method according to claim 6, characterized in that The step of outputting a control instruction to the train control and monitoring system according to the integrated braking rate and the target braking rate comprises: When the integrated braking rate is less than or equal to the most unfavorable emergency braking rate of the first braking unit, outputting a first control instruction to the train control and monitoring system, wherein the first control instruction indicates that the second braking unit is not activated; When the integrated braking rate is greater than the most unfavorable emergency braking rate of the first braking unit and the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, a second control instruction is output to the train control and monitoring system, the second control instruction carries the target braking rate, and the second control instruction represents enabling the second braking unit and controlling the second braking unit to output the target braking rate.

9. The method according to claim 6, characterized in that Determining the safe distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate includes: When the target braking rate is less than or equal to the most unfavorable emergency braking rate of the second braking unit, determining the safety distance between the vehicle and the preceding vehicle at the current moment according to the target braking rate and the most unfavorable emergency braking rate of the first braking unit; When the target braking rate is greater than the most unfavorable emergency braking rate of the second braking unit, the safety distance between the vehicle and the preceding vehicle at the current moment is determined according to the most unfavorable emergency braking rate of the second braking unit and the most unfavorable emergency braking rate of the first braking unit.

10. The method according to claim 6, characterized in that The controlling the distance between the vehicle and the preceding vehicle according to the safety distance comprises: If the distance between the vehicle and the vehicle ahead is equal to the safety distance at the current moment, the vehicle is controlled to run at the current speed; If the distance between the vehicle and the preceding vehicle is less than the safety distance at the current moment, the vehicle is controlled to decelerate so that the distance between the vehicle and the preceding vehicle increases to the safety distance; If the distance between the vehicle and the vehicle in front is greater than the safety distance at the current moment, the vehicle is controlled to accelerate so that the distance between the vehicle and the vehicle in front is reduced to the safety distance.

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