Virtual coupling train control brake safety control method

Abstract

The invention provides a virtual coupling train control braking safety control method, and relates to the technical field of locomotive braking. The method comprises the following steps: sequentially marshalling trains to form a train formation sequence group; operation information of different trains in the train formation sequence group is collected, operation braking distance analysis is carried out, and train braking distance data are formed; effective brake interval analysis is carried out according to the formation sequence of the train formation sequence group in combination with train brake distance data of different trains, and initial effective brake interval data are formed; and communication information between different trains in the train formation sequence group is obtained, reasonable brake interval analysis is carried out in combination with the initial effective brake interval data, and brake safety control data are formed. According to the method, the reasonable interval between the trains is determined by analyzing the train braking distance, the train operation safety is guaranteed, and the line transportation efficiency is improved to a certain extent.

Description

Technical Field

[0001] The present invention relates to the technical field of locomotive braking, and in particular to a virtual coupled train control braking safety control method. Background Art

[0002] In recent years, my country's railway has developed rapidly, but it still faces huge operational pressure. Under the premise of ensuring railway transportation safety, how to use new technologies to improve railway transportation efficiency has become a more urgent issue in railway development. Train virtual coupling technology uses wireless communication instead of mechanical coupling to realize the virtual formation of multiple trains into one train, thereby shortening the driving interval and improving the line transportation efficiency.

[0003] Since multiple trains in the virtual marshaling are not mechanically coupled, a certain safe interval distance needs to be maintained between the trains in the virtual marshaling during operation to prevent safety accidents such as train collisions caused by inconsistent speeds of trains in the virtual marshaling. Normally, the rear train in the virtual marshaling needs to calculate the relative braking distance with the front train and keep the distance from the front train close to this distance during operation. If the calculated distance is larger than the actual distance, the virtual coupled train distance will be too long, affecting the line transportation efficiency; if the calculated distance is smaller than the actual distance, there is a risk of collision between the trains in the virtual coupled marshaling, which affects transportation safety.

[0004] Therefore, designing a virtual coupled train braking safety control method to determine the reasonable interval between trains by analyzing the train braking distance, ensuring the safety of train operation and improving the efficiency of line transportation to a certain extent, is an urgent problem to be solved. Summary of the invention

[0005] The purpose of the present invention is to provide a virtual coupled train control braking safety control method, which forms a coupled train group that can be centrally controlled by reasonably grouping trains, and on this basis accurately calculates the braking distance according to the running information of the train, and fully considers the factors that affect the reasonable running interval distance of the front and rear adjacent trains, so that the control of the interval distance between the trains in the group is more reasonable. On the one hand, it can ensure the safe operation of the trains in the group, and on the other hand, it will not affect the line transportation efficiency due to the interval distance between the trains being too far or too close.

[0006] In a first aspect, the present invention provides a virtual coupled train control braking safety control method, comprising: sequentially grouping trains to form a train formation sequence group; collecting operation information of different trains in the train formation sequence group, and performing operation braking distance analysis to form train braking distance data; performing effective braking interval analysis according to the formation order of the train formation sequence group and in combination with the train braking distance data of different trains to form initial effective braking interval data; obtaining communication information between different trains in the train formation sequence group, and performing reasonable braking interval analysis in combination with the initial effective braking interval data to form braking safety control data.

[0007] In the present invention, the method forms a coupled train group that can be centrally controlled by reasonably forming trains, and on this basis, accurately calculates the braking distance according to the train operation information, and fully considers the factors that affect the reasonable running interval distance of the front and rear adjacent trains, so that the control of the interval distance between the trains in the group is more reasonable. On the one hand, it can ensure the safe operation of the trains in the group, and on the other hand, it will not affect the line transportation efficiency due to the interval distance between the trains being too far or too close.

[0008] As a possible implementation method, the operation information of different trains in the train formation sequence group is collected, and the operation braking distance analysis is performed to form the train braking distance data, including: obtaining the operation information of different trains in the train formation sequence group, and performing the effective braking distance analysis of the train to form the emergency braking distance corresponding to the train; determining the most favorable emergency braking distance corresponding to the train according to the emergency braking distance; obtaining the effective braking response information, and determining the most unfavorable emergency braking distance corresponding to the train according to the emergency braking distance.

[0009] In the present invention, in order to determine the reasonable interval distance between the trains in the formation, the braking performance of different trains must be evaluated first, and the evaluation of the braking performance mainly focuses on the distance required for the train braking. Therefore, when performing the braking safety control analysis, the first thing to be performed is to calculate the braking distance of the train under emergency braking. Of course, considering that the braking of the train will be affected by many factors, a step-by-step analysis is performed based on the collected train operation data, and finally the most reasonable train emergency braking distance analysis data is determined.

[0010] As a possible implementation method, the operation information of different trains in the train formation sequence group is obtained, and the effective braking distance of the train is analyzed to form the emergency braking distance corresponding to the train, including: for different trains, the operation information of the train is obtained, and the corresponding pre-braking empty running distance S of the train is determined respectively. k , effective braking distance S e And the safe braking distance margin S a; According to the corresponding idling distance S before braking of the train k , effective braking distance S e And the safe braking distance margin S a , determine the emergency braking distance S corresponding to the train z , where: S z =S k +S e +S a .

[0011] In the present invention, when a train brakes, the entire braking distance generated is mainly composed of three parts. One is the distance of the train running idle before braking, one is the distance formed during the actual braking process of the train, and the other is to consider that the braking distance of the train will fluctuate to a certain extent due to different braking environments, so a safe distance is provided for the environmental conditions. The three constitute the basic braking distance influencing factors of the train.

[0012] As a possible implementation method, the idling distance before braking S k Obtained by: Obtaining the train's initial emergency braking speed v0 and the idling time before braking t k , determine the idling distance S before braking k ,in: t k =(1.6+0.065*n)*(1-0.028*i j ), n is the number of trains in the formation, i j Indicates the added slope coefficient of the train's braking section.

[0013] In the present invention, the idling distance before braking can be determined by the collected initial speed of emergency braking of the train and the idling time before braking. Of course, the idling time will be affected by the conditions of the adjacent trains. The present invention mainly considers the impact of the total number of trains in the formation and the slope of the train braking environment on the idling time.

[0014] As a possible implementation method, the effective braking distance S e Obtained by: Obtaining the train's emergency braking final speed v m , Train brake pad conversion friction coefficient Train conversion braking rate ρ h , Common braking coefficient β c And the basic resistance of the train unit w0, combined with the initial speed of emergency braking v0 and the braking section to calculate the slope coefficient i j , determine the effective braking distance S e ,in: (120-v0), average speed w0=0.92+0.0048*v+0.000125*v 2 .

[0015] In the present invention, the effective braking distance is the distance that the train moves from the time the train actually starts braking to the time the predetermined braking speed is achieved. This distance is affected by the speed before and after braking and the friction coefficient, braking rate and braking coefficient that affect the braking force.

[0016] As a possible implementation method, the safe braking distance margin S a It is obtained by: obtaining the basic value A of the train's safety distance, and combining it with the train's initial emergency braking speed v0 to determine the safety braking distance margin S a , where: S a =A+0.5*v0.

[0017] In the present invention, for the safety braking distance margin, considering that different braking environments will have a certain impact on the braking distance, a basic value of the safety distance is provided, and it is linked to the initial speed of the emergency braking to establish a reasonable safety distance for emergency braking of the train. Of course, the value of A is determined according to the actual situation, and can also be determined based on big data analysis.

[0018] As a possible implementation method, according to the emergency braking distance, determining the most favorable emergency braking distance corresponding to the train includes: according to the emergency braking distance S corresponding to the train z , determine the most favorable emergency braking distance for the train in,

[0019] In the present invention, after obtaining the effective distance of the train's emergency braking, the interval distance analysis between adjacent trains in the group can be performed. It is worth noting that for a vertical train, it is reasonable to analyze the distance that should be maintained between adjacent trains based on the emergency braking distance, and the prerequisite for determining a reasonable interval distance is to determine the two limit values ​​of the distance formed by the train braking. The most favorable emergency braking is the shortest braking distance of the train. The consideration of the shortest braking distance in this application is the distance that the train can directly and effectively brake without being affected by additional factors such as the environment, which is essentially the effective braking distance of the train.

[0020] As a possible implementation method, the effective braking response information is obtained, and the most unfavorable emergency braking distance corresponding to the train is determined according to the emergency braking distance, including: obtaining the response time difference T of the train braking 响应时差 , and combined with the corresponding emergency braking distance S of the train z , determine the most unfavorable emergency braking distance corresponding to the train in: v1 represents the current running speed of the train.

[0021] In the present invention, similarly, the most unfavorable emergency braking distance of the train is the longest braking distance of the train. Here, on the basis of considering the braking distance caused by other factors such as the environment, the response time difference of the braking components of the train that are controlled during the braking operation is also considered, so that the analysis of the longest braking distance is more accurate and reasonable.

[0022] As a possible implementation method, according to the formation order of the train formation sequence group and in combination with the train braking distance data of different trains, an effective braking interval analysis is performed to form initial effective braking interval data, including: according to the formation order of the train formation sequence group, the most unfavorable emergency braking distance of the target train and the most favorable emergency braking distance of the train before the target train are obtained; according to the most unfavorable emergency braking distance of the target train and the most favorable emergency braking distance of the train before the target train, the initial effective braking interval distance of the target train is determined, wherein: the initial effective braking interval distance is the most unfavorable emergency braking distance of the target train minus the most favorable emergency braking distance of the train before the target train.

[0023] In the present invention, after a reasonable analysis of the emergency braking distance of the train itself, the reasonable interval distance maintained by the adjacent trains can be analyzed on this basis. It is understandable that the braking distance of the front train will affect the interval distance setting between the rear train and the front train. Therefore, for the initial effective braking interval distance, it is necessary to consider the braking distance of the target train and the front train at the same time, and comprehensively form the effective distance that needs to be maintained between the trains.

[0024] As a possible implementation method, the communication information between different trains in the train formation sequence group is obtained, and combined with the initial effective braking interval data, a reasonable braking interval analysis is performed to form braking safety control data, including: obtaining the communication delay time between the target train and the train before the target train, and combining the train braking response time difference T of the target train 响应时差 , determine the communication impact interval distance of the target train, where: The braking safety interval of the target train is determined according to the communication influence interval distance and the initial effective braking interval distance of the target train, wherein: braking safety interval = initial effective braking interval distance + communication influence interval distance.

[0025] In the present invention, the interval distance between trains also needs to take into account that the target train needs to obtain the braking signal of the preceding train after discovering that the preceding train has braked before it can perform a follow-up braking process. Therefore, when considering the interval distance between trains, the signal transmission time between trains also needs to be considered to more accurately evaluate and analyze the interval distance between trains.

[0026] The beneficial effects of a virtual linkage braking safety control method provided by the present invention are as follows:

[0027] The method forms a coupled train group that can be centrally controlled by reasonably grouping trains, and on this basis accurately calculates the braking distance according to the train operation information, and fully considers the factors that affect the reasonable running interval distance of the front and rear adjacent trains, so that the control of the interval distance between trains in the group is more reasonable. On the one hand, it can ensure the safe operation of the trains in the group, and on the other hand, it will not affect the line transportation efficiency due to the interval distance between trains being too far or too close. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments of the present invention are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0029] Figure 1 A schematic diagram of a virtual linkage braking safety control method provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present invention will be described below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0031] In recent years, my country's railway has developed rapidly, but it still faces huge operational pressure. Under the premise of ensuring railway transportation safety, how to use new technologies to improve railway transportation efficiency has become a more urgent issue in railway development. Train virtual coupling technology uses wireless communication instead of mechanical coupling to realize the virtual formation of multiple trains into one train, thereby shortening the driving interval and improving the line transportation efficiency.

[0032] Since multiple trains in the virtual marshaling are not mechanically coupled, a certain safe interval distance needs to be maintained between the trains in the virtual marshaling during operation to prevent safety accidents such as train collisions caused by inconsistent speeds of trains in the virtual marshaling. Normally, the rear train in the virtual marshaling needs to calculate the relative braking distance with the front train and keep the distance from the front train close to this distance during operation. If the calculated distance is larger than the actual distance, the virtual coupled train distance will be too long, affecting the line transportation efficiency; if the calculated distance is smaller than the actual distance, there is a risk of collision between the trains in the virtual coupled marshaling, which affects transportation safety.

[0033] refer to Figure 1 The embodiment of the present invention provides a virtual coupled train control braking safety control method, which forms a coupled train group that can be centrally controlled by reasonably forming and grouping trains, and on this basis accurately calculates the braking distance according to the running information of the train, and fully considers the factors that affect the reasonable running interval distance of the front and rear adjacent trains, so that the interval distance control between the trains in the group is more reasonable. On the one hand, it can ensure the safe operation of the trains in the group, and on the other hand, it will not affect the line transportation efficiency due to the distance between the trains being too far or too close.

[0034] The method specifically comprises the following steps:

[0035] S1: Sequentially organize trains to form a train formation sequence group.

[0036] Train marshaling is the basis for realizing coupled train control, so reasonable train marshaling is required when conducting safety control analysis.

[0037] S2: Collect the running information of different trains in the train formation sequence group, and perform running braking distance analysis to form train braking distance data.

[0038] The operation information of different trains in the train formation sequence group is collected, and the operation braking distance is analyzed to form the train braking distance data, including: obtaining the operation information of different trains in the train formation sequence group, and analyzing the effective braking distance of the train to form the emergency braking distance corresponding to the train; determining the most favorable emergency braking distance corresponding to the train according to the emergency braking distance; obtaining the effective braking response information, and determining the most unfavorable emergency braking distance corresponding to the train according to the emergency braking distance.

[0039] To determine the reasonable interval between the trains in the formation, the braking performance of different trains must be evaluated first, and the evaluation of braking performance mainly focuses on the distance required for train braking. Therefore, when conducting a braking safety control analysis, the first thing to do is to calculate the braking distance of the train under emergency braking. Of course, considering that the braking of the train will be affected by many factors, a step-by-step analysis is performed based on the collected train operation data, and finally the most reasonable train emergency braking distance analysis data is determined.

[0040] Obtain the running information of different trains in the train formation sequence group, and analyze the effective braking distance of the train to form the corresponding emergency braking distance of the train, including: obtaining the running information of the train for different trains, and determining the corresponding empty running distance before braking S of the train respectively k , effective braking distance S e And the safe braking distance margin S a ; According to the corresponding idling distance S before braking of the train k , effective braking distance S e And the safe braking distance margin S a , determine the emergency braking distance S corresponding to the train z , where: S z =S k +S e +S a .

[0041] When a train brakes, the entire braking distance it generates is mainly composed of three parts: one is the distance the train runs idle before braking, one is the distance formed during the actual braking process of the train, and the other is considering that the braking distance of the train will fluctuate to a certain extent due to different braking environments, so a safe distance is provided based on the environmental conditions. The three constitute the basic factors affecting the braking distance of the train.

[0042] Idle distance before braking S k Obtained by: Obtaining the train's initial emergency braking speed v0 and the idling time before braking t k , determine the idling distance S before braking k ,in: t k =(1.6+0.065*n)*(1-0.028*i j ), n is the number of trains in the formation, i j Indicates the added slope coefficient of the train's braking section.

[0043] The idling distance before braking can be determined by the collected initial speed of the train's emergency braking and the idling time before braking. Of course, the idling time will be affected by the conditions of the adjacent trains. The present invention mainly considers the impact of the total number of trains in the formation and the slope of the train braking environment on the idling time.

[0044] Effective braking distance S e Obtained by: Obtaining the train's emergency braking final speed v m , Train brake pad conversion friction coefficient Train conversion braking rate ρ h , Common braking coefficient β c And the basic resistance of the train unit w0, combined with the initial speed of emergency braking v0 and the braking section to calculate the slope coefficient i j , determine the effective braking distance S e ,in: Average speed w0=0.92+0.0048*v+0.000125*v 2 .

[0045] The effective braking distance is the distance the train moves from the time the train actually starts braking to the time the set braking speed is achieved. This distance is affected by the speed before and after braking, as well as the friction coefficient, braking rate and braking coefficient that affect the braking force.

[0046] Safe braking distance margin S a It is obtained by: obtaining the basic value A of the train's safety distance, and combining it with the train's initial emergency braking speed v0 to determine the safety braking distance margin S a , where: S a =A+0.5*v0.

[0047] For the safe braking distance margin, considering that different braking environments will have a certain impact on the braking distance, a basic value of the safety distance is provided, and it is linked to the initial speed of emergency braking to establish a reasonable safety distance for emergency braking of the train. Of course, the value of A is determined according to actual conditions, and can also be determined based on big data analysis.

[0048] According to the emergency braking distance, determining the most favorable emergency braking distance corresponding to the train includes: according to the emergency braking distance S corresponding to the train z , determine the most favorable emergency braking distance for the train in,

[0049] After obtaining the effective distance of the train's emergency braking, the interval distance between adjacent trains in the group can be analyzed. It is worth noting that for vertical trains, it is reasonable to analyze the distance that should be maintained between adjacent trains based on the emergency braking distance, and the prerequisite for determining a reasonable interval distance is to determine the two extreme values ​​of the distance formed by the train braking. The most favorable emergency braking is the shortest braking distance of the train. The consideration of the shortest braking distance in this application is the distance that the train can directly and effectively brake without being affected by additional factors such as the environment, which is essentially the effective braking distance of the train.

[0050] Obtain effective braking response information, and determine the most unfavorable emergency braking distance corresponding to the train based on the emergency braking distance, including: obtaining the response time difference T of the train braking 响应时差 , and combined with the corresponding emergency braking distance S of the train z , determine the most unfavorable emergency braking distance corresponding to the train in: v1 represents the current running speed of the train.

[0051] Similarly, the most unfavorable emergency braking distance of the train is the longest braking distance of the train. Here, in addition to considering the braking distance caused by other factors such as the environment, the response time difference of the braking components of the train's braking operation is also considered, making the analysis of the longest braking distance more accurate and reasonable.

[0052] S3: According to the formation sequence of the train formation sequence group and in combination with the train braking distance data of different trains, an effective braking interval analysis is performed to form initial effective braking interval data.

[0053] According to the formation order of the train formation sequence group and in combination with the train braking distance data of different trains, an effective braking interval analysis is performed to form initial effective braking interval data, including: obtaining the most unfavorable emergency braking distance of the target train and the most favorable emergency braking distance of the train before the target train according to the formation order of the train formation sequence group; determining the initial effective braking interval distance of the target train according to the most unfavorable emergency braking distance of the target train and the most favorable emergency braking distance of the train before the target train, wherein: the initial effective braking interval distance is the most unfavorable emergency braking distance of the target train minus the most favorable emergency braking distance of the train before the target train.

[0054] After a reasonable analysis of the train's own emergency braking distance, the reasonable interval distance maintained by adjacent trains can be analyzed on this basis. It is understandable that the braking distance of the front train will affect the interval distance setting between the rear train and the front train. Therefore, for the initial effective braking interval distance, it is necessary to consider the braking distance of the target train as well as the front train, and comprehensively form the effective distance that needs to be maintained between trains.

[0055] S4: Acquire the communication information between different trains in the train formation sequence group, and combine it with the initial effective braking interval data to perform reasonable braking interval analysis to form braking safety control data.

[0056] Obtain the communication information between different trains in the train formation sequence group, and combine it with the initial effective braking interval data to perform reasonable braking interval analysis to form braking safety control data, including: obtaining the communication delay time between the target train and the train before the target train, and combining it with the train braking response time difference T of the target train 响应时差 , determine the communication impact interval distance of the target train, where: The braking safety interval of the target train is determined according to the communication influence interval distance and the initial effective braking interval distance of the target train, wherein: braking safety interval = initial effective braking interval distance + communication influence interval distance.

[0057] The distance between trains also needs to take into account that the target train needs to obtain the braking signal of the preceding train after discovering that the preceding train has braked before it can perform follow-up braking. Therefore, when considering the distance between trains, the signal transmission time between trains also needs to be considered to more accurately evaluate and analyze the distance between trains.

[0058] In summary, the virtual linkage braking safety control method provided by the embodiment of the present invention has the following beneficial effects:

[0059] The method forms a coupled train group that can be centrally controlled by reasonably grouping trains, and on this basis accurately calculates the braking distance according to the train operation information, and fully considers the factors that affect the reasonable running interval distance of the front and rear adjacent trains, so that the control of the interval distance between trains in the group is more reasonable. On the one hand, it can ensure the safe operation of the trains in the group, and on the other hand, it will not affect the line transportation efficiency due to the interval distance between trains being too far or too close.

[0060] In the embodiments of the present application, "indication" may include direct indication and indirect indication, and may also include explicit indication and implicit indication. The information indicated by a certain information is called information to be indicated. In the specific implementation process, there are many ways to indicate the information to be indicated, such as but not limited to, the information to be indicated can be directly indicated, such as the information to be indicated itself or the index of the information to be indicated. The information to be indicated can also be indirectly indicated by indicating other information, wherein there is an association between the other information and the information to be indicated. It is also possible to indicate only a part of the information to be indicated, while the other parts of the information to be indicated are known or agreed in advance. For example, the indication of specific information can also be achieved by means of the arrangement order of each piece of information agreed in advance (for example, specified by the protocol), thereby reducing the indication overhead to a certain extent. At the same time, the common parts of each piece of information can also be identified and indicated uniformly to reduce the indication overhead caused by indicating the same information separately.

[0061] In addition, the specific indication method may also be various existing indication methods, such as but not limited to the above-mentioned indication methods and various combinations thereof. The specific details of the various indication methods can refer to the prior art and will not be repeated herein. As can be seen from the above, for example, when it is necessary to indicate multiple information of the same type, different indication methods may be used for different information. In the specific implementation process, the desired indication method can be selected according to specific needs. The embodiment of the present application does not limit the selected indication method. In this way, the indication method involved in the embodiment of the present application should be understood to cover various methods that can enable the party to be indicated to obtain the information to be indicated.

[0062] It should be understood that the information to be indicated can be sent as a whole, or divided into multiple sub-information and sent separately, and the sending period and / or sending time of these sub-information can be the same or different. The specific sending method is not limited in the embodiment of the present application. Among them, the sending period and / or sending time of these sub-information can be pre-defined, for example, pre-defined according to a protocol, or can be configured by the sending end device by sending configuration information to the receiving end device.

[0063] "Pre-definition" or "pre-configuration" can be implemented by pre-saving corresponding codes, tables or other methods that can be used to indicate relevant information in the device, and the embodiments of the present application do not limit the specific implementation method. Among them, "saving" can mean saving in one or more memories. The one or more memories can be set separately or integrated in an encoder or decoder, a processor, or a communication device. The one or more memories can also be partially set separately and partially integrated in a decoder, a processor, or a communication device. The type of memory can be any form of storage medium, which is not limited by the embodiments of the present application.

[0064] The "protocol" involved in the embodiments of the present application may refer to a protocol family in the communication field, a standard protocol with a similar protocol family frame structure, or a related protocol used in future communication systems, and the embodiments of the present application do not make specific limitations on this.

[0065] In the embodiments of the present application, descriptions such as "when...", "in the case of...", "if" and "if" all mean that the device will make corresponding processing under certain objective circumstances. It does not limit the time, nor does it require the device to have a judgment action when implementing it, nor does it mean that there are other limitations.

[0066] In the description of the embodiments of the present application, unless otherwise specified, " / " indicates that the objects associated before and after are in an "or" relationship, for example, A / B can represent A or B; "and / or" in the embodiments of the present application is only a description of the association relationship of the associated objects, indicating that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. In addition, in the description of the embodiments of the present application, unless otherwise specified, "multiple" refers to two or more than two. "At least one of the following" or its similar expression refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple. In addition, in order to facilitate the clear description of the technical solution of the embodiments of the present application, in the embodiments of the present application, the words "first" and "second" are used to distinguish the same or similar items with basically the same functions and effects. Those skilled in the art will appreciate that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit the difference. At the same time, in the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a concrete way for easy understanding.

[0067] It should be understood that the processor in the embodiments of the present application may be a central processing unit (CPU), and the processor may also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0068] It should also be understood that the memory in the embodiments of the present application may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of random access memory (RAM) are available, such as static RAM (SRAM), dynamic random access memory (DRAM), synchronous DRAM (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link DRAM (SLDRAM), and direct rambus RAM (DR RAM).

[0069] The above embodiments can be implemented in whole or in part by software, hardware (such as circuits), firmware or any other combination. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website site, computer, server or data center to another website site, computer, server or data center by wired (such as infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that contains one or more available media sets. The available medium can be a magnetic medium (for example, a floppy disk, a hard disk, a tape), an optical medium (for example, a DVD), or a semiconductor medium. The semiconductor medium can be a solid-state hard disk.

[0070] It should be understood that the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. A and B can be singular or plural. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship, but it may also indicate an "and / or" relationship. Please refer to the context for specific understanding.

[0071] In this application, "at least one" means one or more, and "more than one" means two or more. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can be represented by: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple.

[0072] It should be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0073] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0074] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0075] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0076] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0077] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0078] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage media include: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROM), random access memories (RAM), magnetic disks or optical disks.

[0079] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A virtual linkage braking safety control method, characterized in that: include: Sequentially marshaling trains to form a train formation sequence group; Collecting the running information of different trains in the train formation sequence group, and performing running braking distance analysis to form train braking distance data; According to the formation sequence of the train formation sequence group and in combination with the train braking distance data of different trains, an effective braking interval analysis is performed to form initial effective braking interval data; The communication information between different trains in the train formation sequence group is obtained, and combined with the initial effective braking interval data, a reasonable braking interval analysis is performed to form braking safety control data.

2. The virtual linkage braking safety control method according to claim 1, characterized in that: The collecting of the running information of different trains in the train formation sequence group and performing running braking distance analysis to form train braking distance data includes: Acquire the operation information of different trains in the train formation sequence group, and perform effective braking distance analysis on the trains to form emergency braking distances corresponding to the trains; Determining the most favorable emergency braking distance corresponding to the train according to the emergency braking distance; The effective braking response information is obtained, and the most unfavorable emergency braking distance corresponding to the train is determined according to the emergency braking distance.

3. The virtual linkage braking safety control method according to claim 2 is characterized in that: The obtaining of the operation information of different trains in the train formation sequence group and performing effective braking distance analysis on the trains to form emergency braking distances corresponding to the trains includes: For different trains, the operation information of the trains is obtained, and the corresponding idle running distance S before braking of the trains is determined respectively. k , effective braking distance S e And the safe braking distance margin S a ; According to the idle running distance S before braking corresponding to the train k , the effective braking distance S e And the safe braking distance margin S a , determine the emergency braking distance S corresponding to the train z , where: S z =S k +S e +S a .

4. The virtual linkage braking safety control method according to claim 3 is characterized in that: The idling distance before braking S k Obtained through: Obtain the train's initial emergency braking speed v0 and the idling time before braking t k , determine the idling distance S before braking k ,in: n is the number of trains in the formation, i j Indicates the added slope coefficient of the braking section of the train.

5. The virtual linkage braking safety control method according to claim 4 is characterized in that: The effective braking distance S e Obtained through: Get the emergency braking terminal speed v of the train m , Train brake pad conversion friction coefficient Train conversion braking rate ρ h , Common braking coefficient β c and the unit basic resistance w0 of the train, and the slope coefficient i is calculated by combining the initial speed v0 of the emergency brake and the braking section j , determine the effective braking distance S e ,in: w0=0.92+0.0048*v+0.000125*v 2 。 6. The virtual linkage braking safety control method according to claim 5, characterized in that: The safe braking distance margin S a Obtained through: Obtain the basic safety distance value A of the train, and determine the safety braking distance margin S in combination with the initial emergency braking speed v0 of the train a ,in: S a =A+0.5*v0.

7. The virtual linkage braking safety control method according to claim 6 is characterized in that: Determining the most favorable emergency braking distance corresponding to the train according to the emergency braking distance includes: According to the emergency braking distance S corresponding to the train z , determine the most favorable emergency braking distance of the train in, 8. The virtual linkage braking safety control method according to claim 7, characterized in that: The obtaining of effective braking response information and determining the most unfavorable emergency braking distance corresponding to the train according to the emergency braking distance includes: Get the response time difference T of the train braking 响应时差 , and combined with the emergency braking distance S corresponding to the train z , determine the most unfavorable emergency braking distance corresponding to the train in: v1 represents the current running speed of the train.

9. The virtual linkage braking safety control method according to claim 8, characterized in that: The effective braking interval analysis is performed according to the formation sequence of the train formation sequence group and in combination with the train braking distance data of different trains to form initial effective braking interval data, including: According to the formation sequence of the train formation sequence group, obtaining the most unfavorable emergency braking distance of the target train and the most favorable emergency braking distance of the train before the target train; The initial effective braking interval distance of the target train is determined according to the most unfavorable emergency braking distance of the target train and the most favorable emergency braking distance of the train before the target train, wherein: The initial effective braking interval distance is the most unfavorable emergency braking distance of the target train minus the most favorable emergency braking distance of the train preceding the target train.

10. The virtual linkage braking safety control method according to claim 9, characterized in that: The acquiring of the communication information between different trains in the train formation sequence group and combining the initial effective braking interval data to perform a reasonable braking interval analysis to form braking safety control data include: Obtain the communication delay time between the target train and the train ahead of the target train, and combine the response time difference T of the train braking of the target train 响应时差 , determine the communication impact interval distance of the target train, where: The braking safety interval of the target train is determined according to the communication impact interval distance of the target train and the initial effective braking interval distance, wherein: Braking safety interval = initial effective braking interval distance + communication impact interval distance.

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