Virtual coupling marshalling train control method, medium and system

Abstract

The invention discloses a virtual coupled train formation control method, a medium and a system. The method comprises the following steps of: 1) determining whether trains are subjected to virtual coupled train formation operation or not according to independent train tasks, train states and operation targets; if the virtual coupled train formation operation is carried out, entering the step 2); 2) planning a global planning target of the virtual coupled train formation according to the operation target and the constraint condition of the virtual coupled train formation; 3) a leader train in the virtual coupled train formation performs operation control according to a global planning target of the formation; and the following trains in the virtual coupled train formation perform operation control according to the global planning target of the formation and the optimal solution of the distance between the following trains and the front trains. According to the method, safety is taken as a starting point, and efficient and stable coordinated operation of the virtual coupling train can be realized.

Description

Technical Field

[0001] The present invention mainly relates to the technical field of train automatic driving, and particularly relates to a control method, medium and system for a virtual coupled formation train. Background Art

[0002] An Automatic Train Operation (ATO) control device is an intelligent on-train device of a train. The ATO can obtain dispatching instructions, line characteristics, vehicle states, and obstacles and information given by other sensing devices as sensing sources. Under the speed limit constraints given by the LKJ or ATP device, it can autonomously and intelligently plan the operation sequence and output control instructions to control the train to run safely, smoothly, punctually and energy-efficiently.

[0003] The concept of "virtual coupled train" (VCT) formation is proposed to achieve a reasonable distribution of transportation. In this concept, all trains are composed of independent train modules, each with its own propulsion force. These trains can run very close to each other under the control of wireless communication conditions, just like mechanical coupling, and can also automatically disconnect and reconnect while ensuring the same safety level as specified by the current railway system.

[0004] The optimization of train control based on the concept of virtual coupling (VC) has been discussed for many years. Existing relevant scholars have established the MAS (Multi-Agent Systems) theory to model trains and stations. In the MAS concept, each train is regarded as an individual intelligent agent, but this cannot achieve the optimization goal of the entire VCT formation. Summary of the Invention

[0005] The technical problem to be solved by the present invention is: aiming at the technical problems existing in the prior art, the present invention provides a control method, medium and system for a virtual coupled formation train with efficient and stable operation.

[0006] To solve the above technical problems, the technical solution proposed by the present invention is:

[0007] A control method for virtual coupled train formation includes the steps of:

[0008] 1) Determine whether the train conducts virtual coupled train formation operation according to the independent train task, train state and operation target; if it conducts virtual coupled train formation operation, then enter step 2);

[0009] 2) Plan the global planning target of the virtual coupled train formation according to the operation target and constraint conditions of the virtual coupled train formation.

[0010] 3) The leading train in the virtual coupled train formation conducts operation control according to the overall planning goal of the formation; the following trains in the virtual coupled train formation conduct operation control according to the overall planning goal of the formation and the optimal solution of the distance from the train in front of them.

[0011] Preferably, the specific process of step 2) is as follows:

[0012] 2.1) Obtain the state equation of the virtual coupled train formation;

[0013] 2.2) Obtain the operation goal of the virtual coupled train formation; the operation goal is that the operation time T satisfies T = T * , where T * is the preset time;

[0014] 2.3) Obtain the constraint conditions of the virtual coupled train formation; the constraint conditions include ride comfort constraints and locomotive capacity constraints;

[0015] 2.4) According to the state equation, operation goal and constraint conditions of the virtual coupled train formation, plan the overall planning result of the virtual coupled train formation.

[0016] Preferably, the state equation of the virtual coupled train formation in step 2.1) is:

[0017]

[0018] In the overall planning, regarding the virtual coupled train formation as a train, then the mass of the formation is m = ∑m i ; the traction capacity f t = Σf i t ; the grade resistance of the formation is f s = Σf i s ; the braking force of the train is f r = ∑f i r ; the basic resistance of the train is f b = Σf i b .

[0019] Preferably, the specific process of obtaining the operation goal of the virtual coupled train formation in step 2.2) is:

[0020] Assume that the travel area of the virtual coupled train formation is S, S = [s1 s2 … s n , there exists a speed sequence V * = [v1 * v2 * … v n *, such that the formation running time T satisfies T = T * ;

[0021] So the goal is how to calculate V such that V = V * ;

[0022] Define the optimization goal as:

[0023] J = Σ(t k ) - T *

[0024] where T * is the preset time, Σt k = T, k = [1, 2, … n - 1].

[0025] Preferably, in step 2.3), set the maximum rising slope g i,up and the maximum falling slope g i,down allowed for the change of traction / braking force according to the stationarity constraint and the locomotive capacity constraint, and limit the change range of the traction / braking force F i within [F i,min , F i,max within the Δt time.

[0026] Preferably, in step 2.3), the spacing between independent trains in the corresponding virtual coupled train formation satisfies the relational expression:

[0027]

[0028] The traction and braking characteristics of the train are non - linear functions related to speed, respectively:

[0029] |f t k | ≤ |f t max (v k )|

[0030] |f r k | ≤ |f r max (v k )|

[0031] where the speed of each independent train cannot exceed the speed limit v limit , that is, v k ≤ v limit (s k ).

[0032] Preferably, in step 2.4), the global planning goal is the operation sequence: SE * = [V F t Fr S] * ;

[0033] Where:

[0034] V = [v1 v2 … v n ;

[0035]

[0036]

[0037] S = [s1 s2 … s n .

[0038] Preferably, in step 3), the specific process of the following train in the virtual coupled train formation performing operation control according to the global planning goal of the formation and the optimal solution of the distance from the train in front of it is as follows:

[0039] The tracking target of the following train in the virtual coupled train formation is the optimal speed sequence V in SE * and the corresponding model is:

[0040]

[0041] Where: m i is the mass of the i-th independent train; v i is the speed of the i-th independent train; f i t the traction capacity of the i-th independent train; f i s is the weighted ramp resistance of the i-th independent train; f i r is the braking force of the i-th independent train; f i b is the basic resistance of the i-th independent train.

[0042] The present invention also discloses a computer-readable storage medium, on which a computer program is stored, and the computer program executes the steps of the above-described method when being run by a processor.

[0043] The present invention further discloses a virtual coupled train formation control system, including a memory and a processor connected to each other, a computer program is stored on the memory, and the computer program executes the steps of the above-described method when being run by the processor.

[0044] Compared with the prior art, the advantages of the present invention are:

[0045] 1. According to the application characteristics of rail transit, the present invention optimizes the control of VCT by considering the overall planning goal of VCT as a whole and optimizing the control of the dual tracking problems of each train in VCT in tracking the overall planning goal and tracking the preceding train; the goal of the above optimization control is to achieve efficient and stable coordinated operation of the virtual coupled train formation from the perspective of safety under the current technical conditions.

[0046] 2. The present invention can realize the basic calculation of the global speed curve, and on this basis, adds the train ride comfort and locomotive capacity constraint control, which can ensure the maximum traction and electric braking force output capacity of the heavy-haul train at a specific speed, guarantee the safe operation of the VCT train, and gives the ATO tracking control of the independent train, which is simple, efficient and easy to be implemented in engineering. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 It is the topological structure diagram of the virtual coupled train formation of the present invention in an embodiment.

[0048] Figure 2 It is the flow chart of the control method of the present invention in an embodiment.

[0049] Figure 3 It is the flow chart of the control system of the present invention in an embodiment.

[0050] Figure 4 It is the embodiment diagram of the ATO of the present invention in specific application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0051] The present invention will be further described below in conjunction with the drawings in the specification and specific embodiments.

[0052] As Figure 1 shown, the virtual coupled train formation VCT includes a ground system and a train on-board system. The ground system mainly provides information such as dispatching plans, interlocking, and train positions; the on-board system includes the on-board ATO, traction system, braking system, etc. The ground system and the on-board system can both perform information interaction through wireless communication.

[0053] First, some concepts used in the VCT system are defined:

[0054] VCT: Independent trains run as a train formation through virtual coupling; a train formation is a train for the command and dispatching system.

[0055] Independent train: An independent train that connects the traction locomotive, motor car, and non-powered vehicle through physical devices such as couplers. The independent train in VCT is its member.

[0056] Leading train: In the forward running direction, the frontmost independent train in VCT.

[0057] Following train: In VCT, the trains in other formations except the frontmost train in the running direction;

[0058] Leading train: In VCT, the first train in front of all following trains except the leading train in the running direction;

[0059] Formation planning: For the command and dispatching system, VCT is regarded as a train. The running speed or running time given by the command and dispatching system is the running target of the formation, and its planning is the formation planning. It mainly considers the overall time, speed and other hard constraint targets such as station-station, and the operation planning sequence of energy-saving and smooth soft constraint targets, so that the train can reach the destination according to the operation requirements.

[0060] Formation control: For a train in the formation, with safety as the main constraint, comprehensively considering energy-saving and smooth optimization objectives, control the train to follow the preceding train in the formation and the operation control curve of the formation planning, and conduct tracking control. It should take the formation planning operation sequence as the following target, with smoothness, energy-saving and safety as the optimization indicators, and the formation vehicle characteristics, temporary speed limits, foreign object intrusion and temporary dispatching information as constraints, and adjust the traction / braking force in real time, track the formation planning, and achieve the formation target.

[0061] ATO: On-board equipment, one in each train, which is the train control calculation unit.

[0062] Independent train control: After contacting the formation formation, the control system only needs to consider the status and target of the train itself and conduct control operation;

[0063] The relationship between VCTs is as Figure 1 shown, including N formation trains; the symbols v i and s i represent the running speed and running position (front of the train head) of train i, i = 1, 2,..., N;

[0064] D i-1 = s i - s <{ i-1 and respectively represent the actual distance between vehicle i and vehicle i - 1 and the ideal distance (shortest distance) between vehicle i and vehicle i - 1, i = 2,..., N; S i is the operation sequence of the i-th train with respect to the position s, including the leading train and following trains in VCT;

[0065] is the minimum distance calculated according to the speed, working conditions and line conditions of the front and rear trains passing through the member trains in VCT, and ensuring that the trains can safely stop without collision in case of emergencies.

[0066] In the virtual coupled operation mode, the rear train obtains the speed, acceleration, and position of the front train and other trains in the train formation through the interaction of train messages. Therefore, each train can calculate its own braking curve to ensure that it can reach and match the speed of the train ahead and avoid colliding with it. This mechanism allows the following train to travel at its relative braking distance from the train ahead, rather than using the absolute braking distance maintained by traditional train control (such as CBTC). If two trains are traveling at the same speed and have the same braking performance, the relative braking distance of the rear train is zero, so the actual distance between the two trains is only determined by the safety margin. In virtual coupling, the safety margin needs to consider the following factors: communication delay between trains (including wireless transmission delay and wired transmission delay), speed measurement error, the influence of track gradient, and differences in braking performance between trains, etc.

[0067] For example Figure 2 , the virtual coupled formation train control method according to the embodiment of the present invention specifically includes the following steps:

[0068] 1) Determine the formation mode, and the dispatching center issues a formation operation instruction: The dispatching center determines whether the trains are operating in formation according to independent train tasks, train status (position, formation, etc.), and operation objectives;

[0069] 2) The on-vehicle ATO obtains the formation plan: Plan the speed profile curve of this virtual VCT; this curve can use any ATO in the virtual VCT, generally the ATO in the leading train, or it can also be calculated by the ground system and issued;

[0070] Under the constraints of the overall dynamics of the formation, line speed limits, smooth and safe operation, etc., with the goal of the operation time of the dispatching system (or multiple objectives can also be used), plan the speed operation curve of the formation;

[0071] 3) The on-vehicle ATO tracking control: The virtual VCT tracks the speed operation and feeds back the vehicle status (including positioning, etc.) to the ground dispatching system;

[0072] The difference is that for the leading train of the formation, the following train also tracks the speed operation curve of the formation under the constraints of line speed limits, train characteristics, etc.;

[0073] For the following trains, the following trains also track the speed operation curve of the formation under the constraints of line speed limits, train characteristics, etc., as well as the optimal solution of the train ahead and the minimum distance to the front train (the optimal and safe constraints for not crashing with the train ahead and the front train, and the minimum distance);

[0074] 4) The on-vehicle ATO control instruction and human-machine interaction: Each train in the virtual formation controls the train operation separately and displays the control results and status information.

[0075] Planning must be carried out at any time while meeting the speed constraints of ATP.

[0076] The virtual formation needs to be regarded as a train for the dispatching system, and its physical occupied space is calculated by the dispatching system according to information such as the length and interval in the virtual formation; the operation target of the virtual formation comes from following the dispatching center, but the operation speed also needs to be calculated according to constraints such as line conditions, control car formation, and load; trains within the formation cannot collide.

[0077] After the formation is disassembled, the control of the independent train is carried out according to the existing train control mode, that is, the independent train is a special case where i = 1.

[0078] To better understand the above technical solution, the above technical solution will be described in detail below in combination with the accompanying drawings of the specification and specific implementation manners.

[0079] 1) Determine the formation mode

[0080] The dispatching center determines the train formation according to the operation demand and train status. Generally speaking, there is a front-back relationship among the formation trains on the unified track, and information interaction can be set through wireless communication between vehicle-vehicle. The ground dispatching center can communicate with the VCT through a wireless communication device. If the train formation is determined, the train information should be broadcast. This process has two modes:

[0081] Mode 1: Send the information of the formation train (including information such as the position and length of the formation members), as well as the operation target and operation start instruction of the train.

[0082] Mode 2: Send the information of the formation train (including information such as the position and length of the formation members), the operation target and operation start instruction of the train, and the global speed planning of the virtual VCT.

[0083] 2) The on-vehicle ATO obtains the formation speed planning

[0084] Obtain the global speed curve. The difference between Mode 1 and Mode 2 in step 1) is only whether this global speed curve is calculated by the ground system or the on-vehicle system, which does not affect the implementation of this function.

[0085] Specifically, the calculation process of the global speed curve is as follows:

[0086] 2.1) Assume the distance between formation trains In the global planning, regard the virtual coupled trains as a train, then the mass of this train is m = Σm i ; the traction capacity f of this train t = Σf i t ; the ramp resistance of this train is fs = Σf i s , which is the ramp resistance, and the train is a homogeneous rod; the distance between trains is The braking force of the train is f r = Σf i r ; the basic resistance of the train is f b = ∑f i b ; obtain the state equation of the virtual coupled train:

[0087]

[0088] 2.2) Assume that the stroke area of the VCT is S, S = [s1 s2 … s n , and there exists a speed sequence V * = [v1 * v2 * … v n * , which can make the train running time T satisfy T = T * ; so the goal is to calculate V such that V = V * , and define the optimization goal as:

[0089] J = ∑(t k ) - T *

[0090] where T * is the preset time, ∑t k = T, k = [1, 2, … n - 1];

[0091] 2.3) The smoothness constraint is the train smoothness, mainly considering the change of traction force / braking force during the train operation. If the traction force / braking force changes violently, it is very likely to cause impulse and surging under heavy load conditions; in addition, the locomotive capacity constraint needs to be satisfied, mainly the traction / braking characteristic curve of the locomotive, which represents the maximum traction force and electric braking force output capacity of the heavy-haul train at a specific speed.

[0092] Therefore, it is necessary to ensure the smooth change constraint of the traction force / braking force output by the locomotive, and set the maximum rising slope g i,up and the maximum falling slope g i,down of the traction force / braking force change, and limit the change range of the traction force / braking force F i within [F i,min , F i,max within Δt time; specifically:

[0093] f t k = f tk-1 +g k,up Δt;

[0094] f t k =f t k-1 -g k,down Δt;

[0095] f r k =f r k-1 +g k,up Δt;

[0096] f r k =f r k-1 -g k,down Δt;

[0097] The train distance inside the VCT is the minimum tracking distance at a certain speed. If the speeds of the front and rear vehicles are equal at any position, it is equal to the average speed of the vehicle. Too The calculation of is related to the braking capacity of the train. The braking capacity is generally divided into the braking capacity itself, the deceleration capacity brought by the slope and the basic resistance. In the global planning, the maximum value in the process can be taken and pre-calculated to reduce the amount of calculation (otherwise the amount of calculation in the optimization process is very large), so the train spacing inside the VCT is taken as

[0098]

[0099] The traction and braking characteristics of the train are nonlinear functions related to speed;

[0100] |f t k |≤|f t max (v k )|

[0101] |f r k |≤|f r max (v k )|

[0102] The speed of the train cannot exceed the speed limit v limit , that is, v k ≤v limit (s k );

[0103] 2.4) The global planning target is the operation sequence: SE * = [V F t F r S] * , including the global speed curve;

[0104] Where:

[0105] V = [v1 v2 … v n ;

[0106]

[0107]

[0108] S = [s1 s2 … s n ;

[0109] 3) On-vehicle ATO tracking control

[0110] For the independent train in the VCT, the tracking target is the optimal speed sequence V in SE * and The individual train model is:

[0111]

[0112] In the formula: m i is the mass of the i-th independent train (including the rotating mass); v i is the speed of the i-th independent train; f i t The traction capacity of the i-th independent train; f i s is the weighted ramp resistance of the i-th independent train; f i r is the braking force of the i-th independent train; f i b is the basic resistance of the i-th independent train.

[0113] 4) On-vehicle ATO control commands and human-machine interaction, specifically there are two modes:

[0114] Mode 1: Output the control commands to the traction and braking systems and send them to the display device for display;

[0115] Mode 2: Output the planning and control information to the display device for display.

[0116] As Figure 3 shown, in specific applications, for the ATO to make the train an autonomous intelligent train, the following information provided by the system is required:

[0117] The ground signal system, including the dispatching system, trackside circuit, and interlocking signal system, communicates and converts information with the on-board signal system via wireless means;

[0118] The on-board signal system integrates the information of the ground signal system, as well as information such as satellite and axle speed signals, provides positioning information, dispatching information, and can also provide line information in real time, and sends it to ATO via the vehicle communication network;

[0119] The drive system includes a traction system and a braking system, receives control instructions from ATO, and drives the train to traction and stop;

[0120] The vehicle status data system includes a series of data information on the status of the drive subsystems (BCU, TCU), the components of the train itself, passengers, cargo, and the environment. After being processed in a certain way, it is sent to ATO via the vehicle network.

[0121] Such as Figure 4 As shown, ATO includes a data recording and storage unit, and a planning and control calculation unit. ATO can communicate with data devices such as USB drives in wireless or wired form, and exchange files such as line data and status records; the data recording and storage unit can record the train status and operation data that occurred in the past, and can save data for a certain period of time, that is, there are certain requirements for the storage space.

[0122] The planning and control calculation unit receives the data from the data recording and storage unit, external positioning information, line information, and the actual status of each vehicle system, and predicts and plans a manipulation sequence for a period of time under the constraint of the speed limit curve. The planning indicators can include but are not limited to objectives such as punctuality, energy conservation, and smoothness.

[0123] ATO has two specific modes:

[0124] 1) Train control mode. ATO calculates control instructions in real time according to the latest control sequence to control the train operation;

[0125] 2) Non-train control mode. ATO provides operation guidance for the driver through display and interaction devices.

[0126] The display and interaction device is a human-machine interface, which can not only display the planning and control data provided by the planning and control calculation unit for the driver to observe, but also convey the driver's control information to ATO.

[0127] In the ATO train control mode, the control instructions are sent to the drive system to automatically control the train operation.

[0128] In the ATO non-train control mode, the manipulation sequence is planned and optimized, and guidance is provided for the driver through DMI.

[0129] According to the application characteristics of rail transit, the present invention optimizes the control of VCT by considering the overall global planning goal of VCT as a whole and optimizing the control of the double tracking problem of each train in VCT in tracking the global planning goal and the preceding train. The goal of the above optimization control is to achieve efficient and stable coordinated operation of the virtual coupled train formation starting from safety under the current technical conditions.

[0130] The present invention can implement basic global speed curve calculation, and on this basis, adds train ride comfort and locomotive capacity constraint control, which can ensure the maximum traction and electric braking force output capacity of heavy-haul trains at a specific speed, guarantee the safe operation of VCT trains, and provides ATO tracking control for independent trains, which is simple, efficient and easy to implement in engineering.

[0131] The embodiment of the present invention also provides a computer-readable storage medium, on which a computer program is stored, and the computer program executes the steps of the above method when being run by a processor. The embodiment of the present invention further discloses a virtual coupled train formation control system, including a memory and a processor connected to each other, a computer program is stored on the memory, and the computer program executes the steps of the above method when being run by the processor. The medium and system of the present invention, corresponding to the above method, have the same advantages as those of the above method.

[0132] The implementation of all or part of the processes in the above-described embodiment methods of the present invention can also be completed by hardware related to computer program instructions. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above-described method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file, or some intermediate form, etc. The computer-readable storage medium includes: any entity or device capable of carrying computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disc, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. The memory is used to store the computer program and / or module. The processor realizes various functions by running or executing the computer program and / or module stored in the memory, and by calling the data stored in the memory. The memory can include high-speed random access memory, and can also include non-volatile memory, such as hard disk, memory, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one magnetic disk storage device, flash device, or other volatile solid-state storage devices, etc.

[0133] The above are only the preferred embodiments of the present invention, and the protection scope of the present invention is not limited to the above embodiments. All technical solutions falling within the idea of the present invention belong to the protection scope of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements should be regarded as within the protection scope of the present invention.

Claims

1. A virtual train formation control method, characterized in that: Including steps: 1) Determine whether the train will be operated in a virtual coupled train formation according to the independent train mission, train status and operation target; if the train is operated in a virtual coupled train formation, proceed to step 2); 2) Planning the overall planning objectives of the virtual coupled train formation based on the operational objectives and constraints of the virtual coupled train formation; 3) The leading train in the virtual coupled train formation is controlled according to the overall planning objectives of the formation; the following train in the virtual coupled train formation is controlled according to the overall planning objectives of the formation and the optimal solution for the distance to the train in front of it.

2. The virtual coupled train formation control method according to claim 1, characterized in that: The specific process of step 2) is: 2.1) Obtaining the state equation of the virtual coupled train formation; 2.2) Obtain the operation target of the virtual coupled train formation; the operation target is the operation time T that satisfies T = T * , where T * is the preset time; 2.3) Obtaining constraints for the virtual coupled train formation; the constraints include stability constraints and locomotive capacity constraints; 2.4) Based on the state equations, operation objectives, and constraints of the virtual coupled train formation, the global planning results of the virtual coupled train formation are planned.

3. The virtual coupled train formation control method according to claim 2, characterized in that: The state equation of the virtual coupled train formation in step 2.1) is: In global planning, the virtual coupled train formation is regarded as a train, then the mass of the formation is m = ∑m i ; The traction capacity of the formation f t =∑f i t ; The slope resistance of the formation is f s =∑f i s ; The braking force of the train is f r =∑f i r ; The basic resistance of the train is f b =∑f i b .

4. The virtual coupled train formation control method according to claim 2 or 3, characterized in that: The specific process of obtaining the operation target of the virtual coupled train formation in step 2.2) is as follows: Assume that the travel area of the virtual coupled train formation is S, S=[s1 s2 … s n ], there exists a velocity sequence V * =[v1 * v2 * … v n * ], so that the formation running time T satisfies T = T * ; So the goal is to calculate V so that V = V * ; The optimization objective is defined as: J=∑(t k )-T * Where T * is the preset time, ∑t k =T, k = [1,2,…n-1].

5. The virtual coupled train formation control method according to claim 4, characterized in that: In step 2.3), the maximum rising slope g allowed for traction / braking force change is set according to the stability constraint and locomotive capability constraint. i,up and the maximum descending slope g i,down , the traction force / braking force F in the time Δt i The range of variation is limited to [F i,min ,F i,max ]Inside.

6. The virtual coupled train formation control method according to claim 5, characterized in that: In step 2.3), the distance D between the independent trains in the corresponding virtual coupled train formation is ⊕ Satisfies the relationship: The traction and braking characteristics of the train are nonlinear functions related to speed, which are: |f t k |≤|f t max (v k )| |f r k |≤|f r max (v k )| The speed of each independent train cannot exceed the speed limit v limit , that is, v k ≤v limit (s k ).

7. The virtual coupled train formation control method according to claim 5, characterized in that: In step 2.4), the global planning goal is to manipulate the sequence: SE * =[VF t F r S] * ; in: V=[v1 v2 … v n ]; S=[s1 s2 … s n ]。 8. The virtual coupled train formation control method according to claim 7, characterized in that: In step 3), the specific process of the following train in the virtual coupled train formation performing operation control according to the formation's global planning goal and the optimal solution for the distance to the train ahead is as follows: The tracking target of the following train in the virtual coupled train formation is SE * The optimal speed sequence V and The corresponding model is: Where: m i is the mass of the i-th independent train; v i is the speed of the ith independent train; f i t The traction capacity of the i-th independent train; f i s is the weighted slope resistance of the i-th independent train; f i r is the braking force of the i-th independent train; f i b is the basic resistance of the ith independent train.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the computer program performs the steps of the method according to any one of claims 1 to 8.

10. A virtual train formation control system, comprising a memory and a processor connected to each other, wherein a computer program is stored in the memory, characterized in that: When the computer program is executed by a processor, the computer program performs the steps of the method according to any one of claims 1 to 8.

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