Virtual marshalling train turnout section dynamic de-marshalling method, system, equipment and medium

Abstract

The invention relates to the technical field of railway traffic, and discloses a virtual marshalling train turnout section dynamic de-marshalling method, system and equipment and a medium. The method comprises the steps of performing turnout section dynamic de-compilation scene modeling according to a virtual marshalling train, and defining a position tracking error and a speed tracking error based on a modeling scene and turnout parameters; designing a sliding mode surface and a sliding mode reaching law based on a dynamic decoding strategy according to the position tracking error and the speed tracking error; according to the speed tracking error, the sliding mode surface and the sliding mode reaching law, a controller of the virtual marshalling train in the dynamic de-marshalling stage is constructed; and the operation interval between the front train and the rear train is adjusted based on the controller, so that the virtual marshalling train is demarcated in the turnout section. According to the method, the influence of the turnout parameters when the virtual marshalling train is demarcated in the turnout section is considered, the controller capable of accurately controlling the train speed is constructed based on the turnout parameters, accurate matching of train operation and turnout action is achieved, and therefore the train waiting time is shortened, and the operation efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of railway transportation, and in particular, to a method, system, device and medium for dynamically disassembling a virtual formation train in a turnout section. Background Art

[0002] When a virtual formation train runs in a turnout section, when different trains in the virtual formation need to run to different tracks for operation, a dynamic disassembly operation needs to be carried out so that different trains in the train group can perform different tasks.

[0003] Currently, during the dynamic disassembly of trains, it is based on the disassembly operation of a virtual formation train fleet in the interval under a wireless communication train tracking mode. During the interval operation, once the virtual formation train needs to be disassembled, the leading train will switch to the communication-based train control mode for operation and send a disassembly completion instruction to the following train. At this time, the leading train forms the first formation after disassembly. After receiving this instruction, the following train will upgrade to the communication-based train operation mode, and the remaining trains in the original virtual formation except the leading train will form the second formation after disassembly. Based on the CBTC technology, the disassembly process is also realized by means of a wireless communication-based train control system, which is applicable to virtual formation trains running in the interval. Existing problems: The above disassembly operation applied to virtual formation trains during interval operation does not consider some influencing factors existing in the disassembly process of virtual formation trains in the turnout section and cannot be applied to the dynamic disassembly of trains in the turnout section. Summary of the Invention

[0004] The main purpose of the present invention is to provide a method, system, device and medium for dynamically disassembling a virtual formation train in a turnout section, aiming to solve at least one of the above technical problems.

[0005] To achieve the above object, the present invention provides a method for dynamically disassembling a virtual formation train in a turnout section, including: Modeling the dynamic disassembly scenario of a virtual formation train in a turnout section, and defining a position tracking error and a speed tracking error based on the dynamic disassembly scenario of the turnout section and turnout parameters; Designing a sliding mode surface and a sliding mode reaching law based on the dynamic disassembly strategy according to the position tracking error and the speed tracking error; Constructing a controller for the dynamic disassembly stage of the virtual formation train according to the speed tracking error, the sliding mode surface and the sliding mode reaching law; Adjusting the running interval between the leading train and the following train based on the controller so that the virtual formation train is disassembled in the turnout section.

[0006] In some embodiments, the defining the position tracking error and the speed tracking error based on the dynamic disassembly scenario of the turnout section and turnout parameters includes: Define the position tracking error based on the dynamic de - formation scenario of the turnout section according to the position of the leading vehicle, the position of the trailing vehicle, and the safety margin in the virtual formation train; Set the expected separation interval in the de - formation stage of the virtual formation train based on the turnout rotation time and the speed function of the trailing vehicle; wherein, the actual running distance difference between the leading vehicle and the trailing vehicle is equal to the expected separation interval required for the completion of de - formation; Define the speed tracking error based on the speed limit condition of the separation turnout according to the dynamic de - formation scenario of the turnout section.

[0007] In some embodiments, the setting of the expected separation interval in the de - formation stage of the virtual formation train based on the turnout rotation time and the speed function of the trailing vehicle includes: Obtain the speed function of the trailing vehicle by multiplying the sum of the turnout rotation time, the information transmission lag time, and the mechanical lag time by the speed of the trailing vehicle; Obtain the expected separation interval in the de - formation stage of the virtual formation train according to the sum of the speed function of the trailing vehicle and the safety margin.

[0008] In some embodiments, the method further includes: Determine the travel distance of the trailing vehicle during the turnout conversion time, the full braking distance at the current speed of the trailing vehicle, and the safety protection distance based on the dynamic de - formation scenario of the turnout section; Set the driving safety distance at the end of de - formation according to the sum of the travel distance of the trailing vehicle during the turnout conversion time, the full braking distance at the current speed of the trailing vehicle, and the safety protection distance; When the de - formation of the virtual formation train ends, define that the distance between the trailing vehicle and the tip of the split turnout is greater than or equal to the driving safety distance at the end of de - formation.

[0009] In some embodiments, the defining of the speed tracking error based on the speed limit condition of the separation turnout according to the dynamic de - formation scenario of the turnout section includes: Based on the dynamic de - formation scenario of the turnout section, set the trailing vehicle to meet the speed limit condition of the separation turnout after the de - formation of the virtual formation train and before driving onto the separation turnout; Define the speed tracking error based on the difference between the speed of the trailing vehicle and the maximum speed allowed for the reverse position of the separation turnout according to the speed limit condition.

[0010] In some embodiments, the design of the sliding mode surface and the sliding mode reaching law based on the dynamic de - formation strategy according to the position tracking error and the speed tracking error includes: Based on the dynamic de - formation strategy, determine that when the de - formation is completed, the running interval between trains is equal to the expected separation interval, and the speed of the trailing vehicle is equal to the maximum speed allowed for the reverse position of the separation turnout; Design the sliding mode surface according to the dynamic de - formation strategy, the position tracking error, the speed tracking error, and the set parameters of the sliding mode controller; A sliding mode reaching law is obtained according to the sliding mode surface and the reaching condition of sliding mode control.

[0011] In some embodiments, adjusting the running interval between the leading vehicle and the trailing vehicle based on the controller until the virtual formation train is completely uncoupled in the turnout section includes: Based on the controller, calculating a control signal according to the speed of the leading vehicle, the speed of the trailing vehicle, the gravitational acceleration, the slope, the mass of the trailing vehicle, the sliding mode surface, the speed tracking error, and the set parameters of the sliding mode controller input; Controlling the dynamic uncoupling of the virtual formation train according to the control signal.

[0012] In addition, to achieve the above object, the present invention also provides a dynamic uncoupling system for a virtual formation train in a turnout section, including: A scenario modeling module for modeling the dynamic uncoupling scenario of the turnout section according to the virtual formation train, and defining a position tracking error and a speed tracking error based on the dynamic uncoupling scenario of the turnout section and the turnout parameters; A sliding mode design module for designing a sliding mode surface and a sliding mode reaching law based on the dynamic uncoupling strategy according to the position tracking error and the speed tracking error; A controller design module for constructing a controller for the dynamic uncoupling stage of the virtual formation train according to the speed tracking error, the sliding mode surface, and the sliding mode reaching law; A dynamic uncoupling module for adjusting the running interval between the leading vehicle and the trailing vehicle based on the controller to complete the uncoupling of the virtual formation train in the turnout section.

[0013] In addition, to achieve the above object, the present invention also provides an electronic device, the electronic device includes: a memory, a processor, and a virtual formation train dynamic uncoupling program stored on the memory and executable on the processor, and the virtual formation train dynamic uncoupling program is configured to implement the virtual formation train dynamic uncoupling method as described above.

[0014] In addition, to achieve the above object, the present invention also provides a storage medium, the storage medium stores a virtual formation train dynamic uncoupling program, and the virtual formation train dynamic uncoupling program is used to cause the processor to execute to implement the virtual formation train dynamic uncoupling method as described above.

[0015] The present invention provides a method for dynamically disassembling and assembling a virtual formation train in a turnout section, including: modeling a dynamic disassembly and assembly scenario of the turnout section according to the virtual formation train, and defining a position tracking error and a speed tracking error based on the dynamic disassembly and assembly scenario of the turnout section and turnout parameters; designing a sliding mode surface and a sliding mode reaching law based on the dynamic disassembly and assembly strategy according to the position tracking error and the speed tracking error; constructing a controller for the dynamic disassembly and assembly stage of the virtual formation train according to the speed tracking error, the sliding mode surface, and the sliding mode reaching law; adjusting the running interval between the leading vehicle and the trailing vehicle based on the controller so that the virtual formation train completes disassembly in the turnout section. In the present invention, the influence of turnout parameters is considered when disassembly and assembly operations need to be performed in the turnout section, and a controller capable of precisely controlling the train speed is constructed based on the turnout parameters to ensure that the train speed is stable and meets safety requirements during the disassembly process. Incorporating the turnout parameters into the controller for the dynamic disassembly and assembly stage of the virtual formation train realizes the precise coordination between train operation and turnout action, reduces the train waiting time, and improves the operation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic structural diagram of an electronic device in the hardware operating environment related to the solution of the embodiment of the present invention; Figure 2 It is a schematic flowchart of an embodiment of the method for dynamically disassembling and assembling a virtual formation train in a turnout section of the present invention; Figure 3 It is a schematic diagram of the dynamic disassembly and assembly process related to the solution of the embodiment of the present invention; Figure 4 It is a schematic diagram of the speed curve of the train in the dynamic disassembly and assembly stage related to the solution of the embodiment of the present invention; Figure 5 It is a schematic diagram of the running interval curve of the train in the dynamic disassembly and assembly stage related to the solution of the embodiment of the present invention; Figure 6 It is a schematic diagram of the position tracking error curve of the train in the dynamic disassembly and assembly stage related to the solution of the embodiment of the present invention; Figure 7 It is a schematic block diagram of an embodiment of the system for dynamically disassembling and assembling a virtual formation train in a turnout section of the present invention.

[0017] The realization, functional features, and advantages of the object of the present invention will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0018] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0019] It should be noted that all directional indications (such as up, down, left, right, front, back...) in the embodiments of the present invention are only used to explain the relative positional relationship, movement conditions, etc. between components in a specific posture (as shown in the attached drawings). If the specific posture changes, the directional indications will also change accordingly.

[0020] In addition, the descriptions involving "first", "second", etc. in the present invention are only for descriptive purposes, and cannot be understood as indicating or implying their relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on what can be achieved by those of ordinary skill in the art. When the combination of technical solutions is contradictory or cannot be achieved, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0021] Refer to Figure 1 , Figure 1 which is a schematic structural diagram of an electronic device for the hardware operating environment involved in the solution of the embodiment of the present invention.

[0022] As Figure 1 shown, the electronic device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection communication between these components. The user interface 1003 may include a display screen (Display) and an input unit such as a keyboard (Keyboard). Optionally, the user interface 1003 may further include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless-fidelity (Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM memory), or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk memory. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0023] Those skilled in the art can understand that Figure 1 the structure shown in does not constitute a limitation on the electronic device, and may include more or fewer components than shown in the figure, or combine some components, or have different component arrangements.

[0024] As Figure 1 shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a virtual formation train turnout section dynamic decompilation program.

[0025] In Figure 1 the electronic device shown, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the electronic device of the present invention may be arranged in the electronic device, and the electronic device calls the virtual formation train turnout section dynamic decompilation program stored in the memory 1005 through the processor 1001, and executes the virtual formation train turnout section dynamic decompilation method provided by the embodiments of the present invention.

[0026] The present invention provides a virtual formation train turnout section dynamic decompilation method, system, device and medium.

[0027] An embodiment of the present invention provides a virtual formation train turnout section dynamic decompilation method. Referring to Figure 2 , Figure 2 is a schematic flowchart of an embodiment of the virtual formation train turnout section dynamic decompilation method of the present invention.

[0028] As Figure 2 shown, the virtual formation train turnout section dynamic decompilation method includes: Step S100: Perform a dynamic decompilation scenario modeling for the virtual formation train turnout section, and define a position tracking error and a speed tracking error based on the dynamic decompilation scenario of the turnout section and turnout parameters; Step S200: Design a sliding mode surface and a sliding mode reaching law based on the dynamic decompilation strategy according to the position tracking error and the speed tracking error; Step S300: Construct a controller for the dynamic decompilation stage of the virtual formation train according to the speed tracking error, the sliding mode surface, and the sliding mode reaching law; Step S400: Adjust the running interval between the leading vehicle and the trailing vehicle based on the controller, so that the virtual formation train is decompiled in the turnout section.

[0029] It should be noted that the execution subject in this embodiment may be an electronic device, and the electronic device may be a computer device with data processing functions, or other devices that can implement the same or similar functions. This embodiment does not make any restrictions. In this embodiment, a computer device is used as an example for illustration.

[0030] It can be understood that in view of the problems existing in the decoupling stage of virtual formation trains, this embodiment considers conditions such as turnout speed limits, constructs a control model (controller) for the dynamic decoupling stage of virtual formation trains, and proposes a dynamic decoupling method for the decoupling stage of virtual formation trains with terminal speed constraints in view of factors such as turnout speed limits and turnout rotation time. It relates to the control technology for virtual formation trains during the decoupling stage before the turnout, and is used to improve the safety, accuracy, and efficiency of virtual formation trains during the decoupling process. By constructing a control model (controller) and proposing corresponding control methods, it is possible to cope with the influence of factors such as turnout speed limits and turnout rotation time on the dynamic decoupling process of trains. The following will be described in conjunction with specific steps.

[0031] In one embodiment, position tracking error and speed tracking error are defined based on the turnout section dynamic decoupling scenario and turnout parameters, including: defining the position tracking error based on the position of the leading train, the position of the trailing train, and the safety margin in the virtual formation train according to the turnout section dynamic decoupling scenario; setting the expected separation interval for the decoupling stage of the virtual formation train based on the turnout rotation time and the speed function of the trailing train; wherein, the actual running distance difference between the leading train and the trailing train is equal to the expected separation interval required for the completion of decoupling; defining the speed tracking error based on the speed limit condition of the separating turnout according to the turnout section dynamic decoupling scenario.

[0032] In one embodiment, setting the expected separation interval for the decoupling stage of the virtual formation train based on the turnout rotation time and the speed function of the trailing train includes: obtaining the speed function of the trailing train by multiplying the sum of the turnout rotation time, the information transmission lag time, and the mechanical lag time by the speed of the trailing train; obtaining the expected separation interval for the decoupling stage of the virtual formation train based on the sum of the speed function of the trailing train and the safety margin.

[0033] Reference Figure 3 , this embodiment takes the Figure 3 -shown dynamic decoupling process as an example for illustration. Specifically, dynamic decoupling scenario modeling: The virtual formation train needs to be decoupled into multiple train groups at an appropriate time, and each train group goes to perform its own transportation task. When the virtual formation train contains two unit trains, the decoupling process of the virtual formation train is as Figure 3 shown. As Figure 3 shown, the virtual train group encounters a turnout during operation, and the trains in the train group have different tasks that need to be decoupled. The leading train passes through the main line, and the trailing train needs to enter the siding. Therefore, the train group needs to complete the decoupling of the train group before the trailing train reaches the turnout.

[0034] That is, the actual running distance difference between the two trains at this time is equal to the expected separation interval required for the completion of decoupling. The expected separation interval needs to consider the turnout rotation time, information transmission delay, and mechanical lag. Therefore, the expected interval is set as a function of the speed of the following train. In this embodiment, the position tracking error is defined as shown in Formulas (1) and (2):

[0035] Wherein, represents the position tracking error between the leading train and the following train; is the position of the leading train; is the position of the following train; represents the expected separation interval during the decoupling stage; represents the turnout rotation time; represents the information transmission lag time; represents the mechanical lag time; represents the speed of the following train; represents the safety margin.

[0036] In one embodiment, the method further includes: determining the traveling distance of the following train during the turnout conversion time, the full braking distance at the current speed of the following train, and the safety protection distance based on the dynamic decoupling scenario of the turnout section; setting the driving safety distance at the end of decoupling according to the sum of the traveling distance of the following train during the turnout conversion time, the full braking distance at the current speed of the following train, and the safety protection distance; when the virtual formation train decoupling ends, defining that the distance between the following train and the tip of the turnout at the divergence is greater than or equal to the driving safety distance at the end of decoupling.

[0037] Specifically, in this embodiment, to ensure the safety of train operation, when the virtual formation train decoupling ends, the distance between the trailing train and the tip of the turnout at the divergence should be no less than the sum of the following three distance values: 1. The traveling distance of the trailing train during the turnout conversion time; 2. The full braking distance at the current speed of the trailing train; 3. The safety protection distance. Exemplarily, the mathematical representation is as shown in Formula (3):

[0038] Wherein, represents the distance between the trailing train (the following train) and the tip of the turnout at the divergence when the decoupling ends; represents the emergency braking acceleration of the train; represents the turnout rotation time; represents the information transmission lag time; represents the mechanical lag time; represents the speed of the following train; represents the safety margin.

[0039] Specifically, in order to ensure that the virtual formation train can be successfully uncoupled, the controller needs to continuously adjust the running interval between the front and rear trains. Taking the first-order time derivative of the position tracking error yields the following formula (4):

[0040] where represents the speed of the front train; represents the speed of the rear train; represents the turnout rotation time; represents the information transmission delay time; represents the mechanical delay time.

[0041] In one embodiment, based on the dynamic uncoupling scenario of the turnout section, the speed tracking error is defined according to the speed limit condition of the split turnout, including: based on the dynamic uncoupling scenario of the turnout section, setting the rear train to meet the speed limit condition of the split turnout before driving onto the split turnout after the virtual formation train is uncoupled; defining the speed tracking error according to the difference between the speed of the rear train and the maximum speed allowed for the reverse position of the split turnout based on the speed limit condition.

[0042] It should be noted that in railway transportation, the uncoupling of a virtual formation train refers to the process of decomposing a group of trains into multiple smaller trains in simulation or actual operation. This process usually occurs at a station or marshalling yard, with the aim of reorganizing the trains according to different destinations or operational requirements. A split turnout is a special railway turnout used to transfer a train from one track to another or to separate a train into different parts. Split turnouts usually have specific speed limit requirements because the geometry and operating characteristics of the turnout area may cause the train to decelerate when passing through, and the speed limit condition ensures the safe passage of the train through the turnout and avoids accidents caused by excessive speed. After the train is uncoupled, before the rear train drives onto the split turnout, its speed must meet the speed limit condition of the turnout, which means that the speed of the rear train cannot exceed the maximum speed allowed for the reverse position (i.e., the non-straight path) of the split turnout.

[0043] In this embodiment, considering maximizing the transportation efficiency of the train, it is assumed that the unit train drives onto the split turnout at the maximum speed allowed by the split turnout, that is, at this time the speed of the unit train satisfies . On the other hand, in order to meet the safety conditions of the split turnout, after the virtual formation train is uncoupled and before the rear train drives onto the split turnout, the speed of the rear train should meet the speed limit condition of the split turnout, that is, the speed of the rear train cannot be greater than the maximum speed allowed for the reverse position of the split turnout. Considering the speed limit constraint, the speed tracking error is defined as the following formula (5):

[0044] Taking the first-order time derivative of the speed tracking error gives the following formula (6):

[0045] To sum up, the control problem in the decoupling stage of the virtual formation train is as follows: when the decoupling of the virtual formation train is completed, the actual running interval between the front and rear unit trains is equal to the expected separation interval in the decoupling stage, and at this time, the speed of the rear unit train is equal to the maximum speed allowed by the reverse position of the decoupling switch, that is, it can be expressed as the following formula (7):

[0046] where, represents the moment when the decoupling is completed.

[0047] In one embodiment, based on the dynamic decoupling strategy, a sliding mode surface and a sliding mode reaching law are designed according to the position tracking error and the speed tracking error, including: determining, based on the dynamic decoupling strategy, that when the decoupling is completed, the running interval between the trains is equal to the expected separation interval, and the speed of the rear train is equal to the maximum speed allowed by the reverse position of the decoupling switch; designing a sliding mode surface according to the dynamic decoupling strategy, the position tracking error, the speed tracking error, and the set parameters of the sliding mode controller; and obtaining a sliding mode reaching law according to the sliding mode surface and the reaching condition of the sliding mode control.

[0048] Specifically, the design of the controller in the dynamic decoupling stage: The purpose of designing the control strategy is to make the running interval between the two unit trains equal to the expected separation interval, and the speed of the rear unit train equal to the maximum speed allowed by the switch. For the above-mentioned control model, that is, formulas (1)-(7), the position tracking error represents that the two trains can complete decoupling, and the speed tracking error represents that when the decoupling is completed, the speed of the rear train satisfies the speed limit constraint of the decoupling switch. Therefore, in order to meet the above requirements, the sliding mode surface is designed as the following formula (8) in this embodiment:

[0049] where, and represent the set parameters of the sliding mode controller, are related to the steady-state error, and satisfy , ; is the sign function; represents the position tracking error between the front train and the rear train; represents the speed tracking error between the front train and the rear train. In this embodiment, the quantities related to the switch (switch parameters) are added to the position tracking error, and the necessary factors in the switch section are considered, such as the switch conversion time, information transmission time, mechanical hysteresis, etc.

[0050] Taking the first - order time derivative of the sliding - mode surface and substituting the position - tracking error and velocity - tracking error, the following formula (9) can be obtained:

[0051] According to the reaching condition of sliding - mode control: , select the sliding - mode reaching law as formulas (10) and (11):

[0052] where, and represent the set parameters of the sliding - mode controller, which are related to the approaching speed of the sliding - mode surface and satisfy , .

[0053] Obviously, , the velocity - tracking error and position - tracking error can reach the sliding - mode surface.

[0054] In one embodiment, a controller for the dynamic decoupling stage of the virtual formation train is constructed according to the velocity - tracking error, sliding - mode surface, and sliding - mode reaching law.

[0055] Specifically, next, based on the designed sliding - mode surface formula (8) and sliding - mode reaching law formula (10) above, the control - strategy design for the decoupling stage of the virtual formation train is carried out according to the following steps.

[0056] Considering the dynamic decoupling process of the virtual formation train, design the controller for the dynamic decoupling stage of the virtual formation train as the following formulas (12) - (16):

[0057] where, is the control signal calculated by the controller, which is used to control the dynamic decoupling of the train; , and are the coefficients of the Davis equation; g represents the acceleration due to gravity; represents the slope; represents the mass of the rear train; , the parameters , , and are all constants, which respectively satisfy , , , ; and are respectively the parameter error and the external disturbance Given the known upper bounds, then the position tracking error determined by Equations (1) and (2) and the speed tracking error determined by Equation (5) can reach the sliding mode surface under any initial conditions and asymptotically converge to zero in finite time, which means that the unit trains in the virtual formation train can complete decoupling, and the following unit train can meet the speed limit condition of the turnout when driving onto the turnout.

[0058] It can be understood that when using sliding mode control, the Davis equation is usually used to describe the dynamic behavior of the sliding mode surface. Exemplarily, the three coefficients of the Davis equation: the first coefficient can be used to ensure the stability of the sliding mode surface in the sliding mode, which may involve choosing an appropriate negative value so that the sliding mode surface can exponentially converge to zero; the second coefficient can be used to reflect the importance of the position tracking error. If position tracking is the main control objective, this coefficient should be large enough to quickly reduce the position error; the third coefficient can be related to the speed tracking error and can balance the rapidity of speed tracking and the stability of the system. In practical applications, determining the coefficients of the Davis equation is usually an iterative process that requires continuous adjustment and optimization according to specific requirements and responses.

[0059] In one embodiment, adjusting the running interval between the leading vehicle and the trailing vehicle based on the controller until the virtual formation train completes decoupling in the turnout section includes: calculating a control signal based on the controller according to the input speed of the leading vehicle, the speed of the trailing vehicle, the gravitational acceleration, the slope, the mass of the trailing vehicle, the sliding mode surface, the speed tracking error, and the set parameters of the sliding mode controller; controlling the dynamic decoupling of the virtual formation train according to the control signal.

[0060] In practical applications, referring to Figure 3 , the controller of this embodiment is set in the train in the decoupling state and can support the dynamic decoupling of multiple trains.

[0061] Exemplarily, the control signal is calculated according to Equations (12)-(16) of the controller of this embodiment for controlling the dynamic decoupling of the train. Referring to Figures 4 - 6 the simulation result diagram of the controller designed by this embodiment shown in: As Figure 4 the speed curve of the train in the dynamic decoupling stage shown, the speeds of the two trains (Train 1 and Train 2) are the same before decoupling. During the decoupling process, the trailing train (Train 2) decelerates, and after decoupling, the trailing train (Train 2) maintains the speed limit of the turnout. Referring to Figure 4 , it takes about 6.7 s for the speed of the trailing train to converge to the maximum speed allowed by the turnout, and the speed tracking error can converge to the equilibrium point. As Figure 5 the actual running interval curve of the train in the dynamic decoupling stage shown, it can be obtained that the train running interval curve rises steadily under the control of the controller. As Figure 6The position tracking error of the train during the dynamic de - formation stage is shown. When the position tracking error reaches 0, it indicates that the de - formation is completed, that is, the de - formation is completed at about 50 s.

[0062] It should be noted that the traditional control method for virtual formation trains applicable to in - section operation does not consider the influence of turnout - related factors when turnout section operation is required for de - formation. Therefore, by considering conditions such as turnout speed limit and turnout conversion time, the present application constructs a model and method capable of precisely controlling the train speed to ensure that the train speed is stable and meets safety requirements during the de - formation process. Incorporating the turnout rotation time into the control model (controller) of the virtual formation train during the dynamic de - formation stage realizes the precise coordination between train operation and turnout action, reduces the train waiting time, and improves the operation efficiency.

[0063] This embodiment provides a method for dynamic de - formation of virtual formation trains in turnout sections, including: modeling the dynamic de - formation scenario of turnout sections according to virtual formation trains, and defining position tracking error and speed tracking error based on the dynamic de - formation scenario of turnout sections and turnout parameters; designing a sliding mode surface and a sliding mode reaching law according to the position tracking error and speed tracking error based on the dynamic de - formation strategy; constructing a controller for the dynamic de - formation stage of virtual formation trains according to the speed tracking error, the sliding mode surface, and the sliding mode reaching law; adjusting the running interval between the leading train and the trailing train based on the controller so that the virtual formation train completes de - formation in the turnout section. In this embodiment, the influence of turnout parameters is considered when turnout section operation is required for de - formation, and a controller capable of precisely controlling the train speed is constructed based on turnout parameters to ensure that the train speed is stable and meets safety requirements during the de - formation process. Incorporating turnout parameters into the controller of the virtual formation train during the dynamic de - formation stage realizes the precise coordination between train operation and turnout action, reduces the train waiting time, and improves the operation efficiency.

[0064] In addition, an embodiment of the present invention also proposes a storage medium, on which a program for dynamic de - formation of virtual formation trains in turnout sections is stored. When the program for dynamic de - formation of virtual formation trains in turnout sections is executed by a processor, the steps of the method for dynamic de - formation of virtual formation trains in turnout sections as described above are realized.

[0065] Refer to Figure 7 , Figure 7 which is a structural block diagram of an embodiment of the dynamic de - formation system of virtual formation trains in turnout sections of the present invention.

[0066] As Figure 7 shown, the dynamic de - formation system of virtual formation trains in turnout sections includes: A scenario modeling module 10, configured to model the dynamic de - formation scenario of turnout sections according to virtual formation trains, and define position tracking error and speed tracking error based on the dynamic de - formation scenario of turnout sections and turnout parameters; The sliding mode design module 20 is used to design a sliding mode surface and a sliding mode reaching law based on a dynamic decoding strategy according to the position tracking error and the speed tracking error; The controller design module 30 is used to construct a controller for the dynamic decoding stage of the virtual formation train according to the speed tracking error, the sliding mode surface, and the sliding mode reaching law; The dynamic decoding module 40 is used to adjust the running interval between the leading vehicle and the trailing vehicle based on the controller so that the virtual formation train completes decoding in the turnout section.

[0067] This embodiment provides a dynamic decoding system for a virtual formation train in a turnout section. In this embodiment, the influence of turnout parameters is considered when decoding operations need to be performed in the turnout section. A controller capable of precisely controlling the train speed is constructed based on the turnout parameters to ensure that the train speed is stable and meets safety requirements during the decoding process. Incorporating the turnout parameters into the controller for the dynamic decoding stage of the virtual formation train realizes the precise coordination between train operation and turnout action, reduces the train waiting time, and improves the operation efficiency.

[0068] It should be noted that for the technical details not described in detail in the embodiments of this dynamic decoding system for a virtual formation train in a turnout section, reference can be made to the virtual formation train dynamic decoding method applied in any embodiment of the present invention as described above, and details will not be elaborated here.

[0069] It should be understood that the above is only for illustration and does not constitute any limitation to the technical solution of the present invention. In specific applications, those skilled in the art can set according to needs, and the present invention does not make any restrictions in this regard.

[0070] It should be noted that the above-described work process is only illustrative and does not constitute a limitation to the protection scope of the present invention. In actual applications, those skilled in the art can select some or all of them according to actual needs to achieve the purpose of the solution of this embodiment, and no restrictions are made here.

[0071] In addition, it should be noted that in this article, the term "including", "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements not only includes those elements but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article or system. Without further limitations, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, article or system including that element.

[0072] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0073] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases, the former is a better implementation method. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as a read-only memory (ROM) / RAM, magnetic disk, optical disk), and includes several instructions for causing a terminal device (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in various embodiments of the present invention.

[0074] The above are only the preferred embodiments of the present invention, and do not limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present invention, or directly or indirectly applied to other related technical fields, shall be equally included in the patent protection scope of the present invention.

Claims

1. A dynamic decoupling method for turnout sections of virtual formation trains, characterized in that, Including: Modeling the dynamic decoupling scenario of the turnout section according to the virtual formation train, and defining the position tracking error and speed tracking error based on the dynamic decoupling scenario of the turnout section and turnout parameters; Designing a sliding mode surface and a sliding mode reaching law based on the dynamic decoupling strategy according to the position tracking error and speed tracking error; Constructing a controller for the dynamic decoupling stage of the virtual formation train according to the speed tracking error, sliding mode surface, and sliding mode reaching law; Adjusting the running interval between the leading vehicle and the trailing vehicle based on the controller to complete the decoupling of the virtual formation train in the turnout section.

2. The method according to claim 1, characterized in that, The defining the position tracking error and speed tracking error based on the dynamic decoupling scenario of the turnout section and turnout parameters includes: Defining the position tracking error based on the dynamic decoupling scenario of the turnout section according to the position of the leading vehicle, the position of the trailing vehicle, and the safety margin in the virtual formation train; Setting the expected separation interval in the decoupling stage of the virtual formation train based on the turnout rotation time and the speed function of the trailing vehicle; wherein, the actual running distance difference between the leading vehicle and the trailing vehicle is equal to the expected separation interval required for the completion of decoupling; Defining the speed tracking error based on the speed limit condition of the separating turnout according to the dynamic decoupling scenario of the turnout section.

3. The method according to claim 2, wherein The setting the expected separation interval in the decoupling stage of the virtual formation train based on the turnout rotation time and the speed function of the trailing vehicle includes: Obtaining the speed function of the trailing vehicle according to the product of the sum of the turnout rotation time, information transmission lag time, and mechanical lag time and the speed of the trailing vehicle; Obtaining the expected separation interval in the decoupling stage of the virtual formation train according to the sum of the speed function of the trailing vehicle and the safety margin.

4. The method according to claim 1, characterized in that, The method further includes: Determining the traveling distance of the trailing vehicle during the turnout conversion time, the full braking distance at the instantaneous speed of the trailing vehicle, and the safety protection distance based on the dynamic decoupling scenario of the turnout section; Setting the driving safety distance at the end of decoupling according to the sum of the traveling distance of the trailing vehicle during the turnout conversion time, the full braking distance at the instantaneous speed of the trailing vehicle, and the safety protection distance; When the decoupling of the virtual formation train is completed, defining that the distance between the trailing vehicle and the tip of the diverging turnout is greater than or equal to the driving safety distance at the end of decoupling.

5. The method according to claim 1, characterized in that The defining the speed tracking error based on the speed limit condition of the separating turnout according to the dynamic decoupling scenario of the turnout section includes: Based on the dynamic decoupling scenario of the turnout section, setting that the trailing vehicle meets the speed limit condition of the separating turnout after the decoupling of the virtual formation train and before driving onto the separating turnout; Defining the speed tracking error based on the difference between the speed of the trailing vehicle and the maximum speed allowed for the reverse position of the separating turnout according to the speed limit condition.

6. The method according to claim 1, wherein The designing a sliding mode surface and a sliding mode reaching law based on the dynamic decoupling strategy according to the position tracking error and speed tracking error includes: Based on the dynamic decoupling strategy, determining that when the decoupling is completed, the running interval between the trains is equal to the expected separation interval, and the speed of the trailing vehicle is equal to the maximum speed allowed for the reverse position of the separating turnout; Designing a sliding mode surface according to the dynamic decoupling strategy, position tracking error, speed tracking error, and set parameters of the sliding mode controller; Obtaining the sliding mode reaching law according to the sliding mode surface and the reaching condition of the sliding mode control.

7. The method according to claim 1, characterized in that, Adjusting the running interval between the leading vehicle and the trailing vehicle based on the controller until the virtual formation train is uncoupled in the turnout section, including: Based on the controller, calculating a control signal according to the input speed of the leading vehicle, the speed of the trailing vehicle, the gravitational acceleration, the slope, the mass of the trailing vehicle, the sliding mode surface, the speed tracking error, and the set parameters of the sliding mode controller; Controlling the dynamic uncoupling of the virtual formation train according to the control signal.

8. A dynamic train formation and decomposition system for turnout sections of virtual formation trains, characterized in that, Including: A scenario modeling module for modeling the dynamic uncoupling scenario of the turnout section according to the virtual formation train, and defining the position tracking error and the speed tracking error based on the dynamic uncoupling scenario of the turnout section and the turnout parameters; A sliding mode design module for designing a sliding mode surface and a sliding mode reaching law based on the dynamic uncoupling strategy according to the position tracking error and the speed tracking error; A controller design module for constructing a controller for the dynamic uncoupling stage of the virtual formation train according to the speed tracking error, the sliding mode surface, and the sliding mode reaching law; A dynamic uncoupling module for adjusting the running interval between the leading vehicle and the trailing vehicle based on the controller so that the virtual formation train is uncoupled in the turnout section.

9. An electronic device, characterized in that, The electronic device includes: a memory, a processor, and a virtual formation train turnout section dynamic uncoupling program stored on the memory and executable on the processor, and the virtual formation train turnout section dynamic uncoupling program is configured to implement the virtual formation train turnout section dynamic uncoupling method according to any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a virtual formation train turnout section dynamic uncoupling program, and the virtual formation train turnout section dynamic uncoupling program is used to cause the processor to implement the virtual formation train turnout section dynamic uncoupling method according to any one of claims 1 to 7 when executed.

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