Control method and device of virtual marshalling train, computer equipment and storage medium

Abstract

The embodiment of the invention provides a control method of a virtual marshalling train, a control device of the virtual marshalling train, computer equipment and a computer storage medium, and relates to the technical field of rail transit. The method comprises the steps that when a marshalling preceding vehicle decelerates to a first vehicle control speed, the marshalling preceding vehicle is controlled to run at the first vehicle control speed at a constant speed, and according to a first distance and a target distance when the marshalling preceding vehicle decelerates to stop at a first station according to a first braking rate, the first time duration of the marshalling preceding vehicle running at the first vehicle control speed is determined; the grouped vehicles are controlled to run at a second vehicle control speed; and on the basis of the first time of the front marshalling vehicle, the second time of the rear marshalling vehicle and the same constraint condition, the second braking rate of the rear marshalling vehicle is determined, and the rear marshalling vehicle is controlled to decelerate to the second station according to the second braking rate. According to the method, the synchronous station dwell time deviation of a plurality of trains in the virtual marshalling can be greatly reduced, and the running transportation capacity of the trains and the running safety of the trains in the virtual marshalling are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit, in particular to a control method of a virtual coupled train, a control device of the virtual coupled train, computer equipment and a computer storage medium. BACKGROUND

[0002] With the continuous increase of urbanization construction and population travel demand, more and more people choose to take the subway as a means of transportation, which puts forward higher requirements for the transport capacity of the subway. The virtual coupling (VC) technology has important application value in the field of urban rail transit, which can realize the coordinated operation and coupling operation between multiple trains, can reduce the system construction and operation cost, and can improve the operation efficiency and safety of the train.

[0003] In the related technical solution, the model predictive control algorithm is usually used to predict the running state of the train before coupling and the train after coupling to realize the train interval tracking in the virtual coupling. However, the above method makes the synchronization stopping time deviation of multiple trains in the virtual coupling larger, and then affects the running transport capacity of the train and the safety of the virtual coupled train operation. SUMMARY

[0004] The embodiments of the present application provide a control method of a virtual coupled train, a control device of the virtual coupled train, computer equipment and a computer storage medium, thereby at least to some extent overcoming the technical problems that the synchronization stopping time deviation between the train before coupling and the train after coupling in the virtual coupling is large due to the limitations and defects of the related art, and then affecting the running transport capacity of the train and the safety of the virtual coupled train operation.

[0005] In a first aspect, the present application provides a control method for a virtual train marshalling, the virtual train marshalling comprising at least a front train and a rear train located behind and adjacent to the front train, the method comprising: in response to the front train decelerating to a first control speed, controlling the front train to run at the first control speed, wherein the first control speed represents a train running speed when a distance between the front train and a first station is a first distance; determining a first time length for the front train to run at the first control speed according to the first distance and a target distance between the front train and the first station at a first braking rate; controlling the rear train to run at a second control speed, the second control speed representing a train running speed when a distance between the rear train and a second station is a second distance; determining a second braking rate of the rear train based on a same constraint condition of a first time sum of the front train and a second time sum of the rear train, the first time sum representing a time sum required for the front train to run the first distance, and the second time sum representing a time sum required for the rear train to run the second distance; and controlling the rear train to decelerate to the second station at the second braking rate.

[0006] In a second aspect, the present application provides a control device for a virtual train marshalling, the virtual train marshalling comprising at least a front train and a rear train located behind and adjacent to the front train, the device comprising: a front train control module, configured to, in response to the front train decelerating to a first control speed, control the front train to run at the first control speed, wherein the first control speed represents a train running speed when a distance between the front train and a first station is a first distance; a first time determination module, configured to determine a first time length for the front train to run at the first control speed according to the first distance and a target distance between the front train and the first station at a first braking rate; a rear train control module, configured to control the rear train to run at a second control speed, the second control speed representing a train running speed when a distance between the rear train and a second station is a second distance; and a braking rate determination module, configured to determine a second braking rate of the rear train based on a same constraint condition of a first time sum of the front train and a second time sum of the rear train, the first time sum representing a time sum required for the front train to run the first distance, and the second time sum representing a time sum required for the rear train to run the second distance; and the rear train control module is further configured to control the rear train to decelerate to the second station at the second braking rate.

[0007] In a third aspect, the present application provides a computer device, comprising a memory and a processor, the memory storing a computer program, and the processor implementing steps of any of the above control methods for a virtual train marshalling when executing the computer program.

[0008] In a fourth aspect, the present application provides a computer readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the steps of the method for controlling a virtual marshalling train according to any one of the preceding aspects.

[0009] In a fifth aspect, the present application provides a computer program product comprising a computer program, the computer program being executed by a processor to implement the steps of the method for controlling a virtual marshalling train according to any one of the preceding aspects.

[0010] The technical solution of the present application has the following beneficial effects:

[0011] According to the method for controlling a virtual marshalling train, in response to the deceleration of the front train to the first control speed before marshalling, the front train is controlled to run at the first control speed, wherein the first control speed represents the train running speed when the distance between the front train and the first station is the first distance; according to the first distance and the target distance from the first control speed to the first station at the first braking rate, the first time length of the front train running at the first control speed is determined; the rear train is controlled to run at the second control speed, and the second control speed represents the train running speed when the distance between the rear train and the second station is the second distance; based on the same constraint condition of the first time of the front train and the second time of the rear train, the second braking rate of the rear train is determined; the first time represents the time required for the front train to run the first distance, and the second time represents the time required for the rear train to run the second distance; according to the second braking rate, the rear train is controlled to decelerate to the second station. On the one hand, the method is converted to uniform speed running during the braking of the front train, so that the front train waits for the rear train to catch up before stopping, thereby shortening the distance between the front train and the rear train as much as possible, and further facilitating the subsequent precise control of the synchronous stopping of the front train and the rear train in the virtual marshalling. On the other hand, according to the above constraint condition, the stopping time of the front train and the rear train is determined to be the same, thereby greatly reducing the stopping time deviation, and to a certain extent, the passenger comfort during stopping is taken into account, the virtual marshalling synchronous stopping performance index is improved, and the application scene of the virtual marshalling technology is effectively expanded. BRIEF DESCRIPTION OF DRAWINGS

[0012] The accompanying drawings, which are included to provide a further understanding of the present application, constitute a part of the present application and illustrate the illustrative embodiments of the present application and their description serve to explain the present application, and do not constitute improper limitations on the present application. In the drawings:

[0013] Figure 1 The architecture diagram of the virtual marshalling train control system provided for one of the embodiments of the present application is shown in the figure;

[0014] Figure 2A flowchart of a method for controlling a virtual train set provided in one embodiment of the present application;

[0015] Figure 3 A schematic diagram of a reference speed curve for a leading vehicle in a marshaling arrangement provided in one embodiment of the present application;

[0016] Figure 4 A schematic diagram of receiving a coasting instruction under a first response delay time provided by an embodiment of the present application;

[0017] Figure 5 A flow chart of a method for controlling the rear vehicle of a marshaling group to perform interval tracking using an S-MPC algorithm provided in one embodiment of the present application;

[0018] Figure 6 A schematic diagram of receiving a coasting instruction under a second response delay time provided by one embodiment of the present application;

[0019] Figure 7 A schematic diagram of a process for overcoming a brake stop instruction delay for a rear vehicle in a marshaling system according to an embodiment of the present application;

[0020] Figure 8 A schematic diagram of the overall speed curve of the front and rear cars of a marshaling provided in one embodiment of the present application;

[0021] Figure 9 A schematic diagram of the structure of a control device for a virtual train set provided in one embodiment of the present application;

[0022] Figure 10 A schematic diagram of the computer device structure provided for one embodiment of the present application. DETAILED DESCRIPTION

[0023] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that the present disclosure will be more comprehensive and complete and will fully convey the concepts of the example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present disclosure. However, those skilled in the art will appreciate that the technical solutions of the present disclosure may be practiced while omitting one or more of the specific details, or that other methods, components, devices, steps, etc. may be employed. In other cases, well-known technical solutions are not shown or described in detail to avoid obscuring various aspects of the present disclosure.

[0024] Further, the accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification. The drawings are not necessarily to scale, the same reference numerals in different drawings representing the same or similar elements. For the purposes of the present disclosure, the phrase "at least one of" followed by a list of two or more items should be interpreted to mean that at least one of any one of the items in the list of items conjoins individually with at least one of the other items in the list of items. Further, the use of "a" or "an" to describe the use of "at least one" or "one or more" should be interpreted to mean that there are one or more instances of the item. Separate references to "an implementation," "an implementation," to the singular, can also include from about "one or more" to about "at least one" (and vice versa), or from about "one" to about "several" (and vice versa), so each instance has the same contoured meaning. As such, the terms "a" (or "an"), "one or more" and "at least one" within the context of this specification are used interchangeably unless otherwise stated.

[0025] The flowcharts shown in the drawings are only illustrative and do not necessarily include all steps. For example, some steps can be further decomposed, and some steps can be combined or partially combined, so the actual execution order can be changed according to the actual situation.

[0026] In the related art, the virtual coupling technology is a technology based on an advanced communication and control system to realize the coordinated operation and coupling operation between multiple trains. In recent years, the virtual coupling technology has been widely concerned and researched in the field of urban rail transit. Through virtual coupling, multiple trains can be coupled within a certain distance, and coordinated operation can be realized through joint control to improve the transportation capacity and efficiency of the line. The virtual coupling technology has important application value in the field of urban rail transit, which can reduce the system construction and operation cost, and improve the operation efficiency and safety of the train.

[0027] A virtually coupled train set (VCTS) is usually composed of two or more train units (TUs), each of which has independent traction / braking and on-board computing devices, and there is no physical connection such as a coupler between them. Instead, information exchange between trains is achieved through communication. All train units have the same transportation task. The train units can operate without being restricted by the traditional block mechanism, and through active control and cooperative control of the train units, safe tracking operation with small spacing between adjacent train units can be achieved. In the process of train operation under the virtual coupling technology, in order to improve the transportation capacity of the train and further relieve the traffic pressure, the front and rear virtual coupling technology is usually used to operate the vehicle.

[0028] In the related technical solutions, when realizing tracking control between multiple trains in virtual coupling, one method is to use a model predictive control algorithm. This algorithm can predict the reference speed curve of the adjacent two trains in the virtual coupling in the entire line operation interval. The adjacent two trains only need to control the train according to the reference speed curve, and the entire control process from starting to leave the station to stopping at the station can be completed.

[0029] However, the above method can globally optimize the reference speed curve of the entire line operation section, and the train only needs to output a simple control instruction according to the reference speed curve to complete the whole process control from departure to arrival, so that the control process of the virtual marshalling train is simple and convenient. However, the above method has high computational complexity and high requirements for hardware architecture, and the existing hardware architecture cannot support real-time planning, which requires hardware upgrade. In addition, the above method usually completes offline calculation of the reference speed curve of the next section before departure, and cannot dynamically respond to sudden conditions such as temporary speed limit and restart after fault parking in the line operation section, thereby affecting the operation and transportation capacity of the train.

[0030] In another method, in order to overcome the above technical problems, a simplified model predictive control algorithm is also used. Based on the above method, the reference speed curve of the local operation area is only optimized, for example, the state of two cars within ten seconds is predicted / optimized.

[0031] Compared with the model predictive control algorithm, the above method reduces the computational complexity, so that real-time planning of the train control curve can be realized on the existing hardware platform, thereby ensuring that the virtual marshalling train can approach the front car as much as possible without triggering emergency braking, thereby reducing the stop time deviation between the two cars. However, the synchronous stop time deviation of the above method is large, resulting in a low virtual marshalling synchronous stop performance index, which limits the application scenarios of the virtual marshalling technology. Moreover, the synchronous stop time deviation between the front car and the rear car in the virtual marshalling is large, which affects the operation and transportation capacity of the train, and further affects the resource utilization rate of the train and the safety of the virtual marshalling train operation.

[0032] In view of the above technical problems, the control method of the virtual marshalling train provided in the embodiments of the present application converts the front car to uniform speed operation during braking and parking, thereby making the front car wait for the rear car to approach before parking, thereby shortening the distance between the front car and the rear car as much as possible, and facilitating subsequent precise control of the synchronous parking of the front car and the rear car in the virtual marshalling. On the other hand, according to the above constraint condition, the parking time of the front car and the rear car is determined to be the same, thereby greatly reducing the parking time deviation, and to a certain extent, the passenger comfort during parking is considered, the virtual marshalling synchronous parking performance index is improved, and the application scenarios of the virtual marshalling technology are effectively expanded.

[0033] The scheme in the embodiments of the present application can be implemented in various computer languages, for example, object-oriented programming languages such as Java and interpreted scripting languages such as JavaScript, and the embodiments of the present application do not make any special limitation.

[0034] In order to make the technical solutions and advantages of the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, and are not an exhaustive list of all the embodiments. It should be noted that the embodiments and features in the embodiments of the present application can be combined with each other unless they conflict.

[0035] Accordingly, the present disclosure proposes a control method and device for a virtual train formation, which can be applied to Figure 1 In the system architecture of the exemplary application environment shown.

[0036] Figure 1 This is a diagram of the control system of a virtual train set provided in one embodiment of the present application; Figure 1 As shown, the system architecture 100 may include a virtual train formation 101, wherein the virtual train formation 101 includes at least a front car 102 and a rear car 103, and the rear car 103 is a rear car located behind the front car 102 and adjacent to the front car 102.

[0037] For example, in an optional embodiment of the present application, the virtual train formation 101 controls the front car of the formation to run at the first control speed in response to the front car of the formation decelerating to the first control speed, wherein the first control speed represents the train running speed when the distance between the front car of the formation and the first station is the first distance; determines the first time length of the front car of the formation running at the first control speed based on the first distance and the target distance for stopping at the first station decelerating from the first control speed according to the first braking rate; controls the rear car of the formation to run at the second control speed, the second control speed represents the train running speed when the distance between the rear car of the formation and the second station is the second distance; determines the second braking rate of the rear car of the formation based on the first time of the front car of the formation and the same constraints as the second time of the rear car of the formation; the first time represents the time required for the front car of the formation to run the first distance, and the second time represents the time required for the rear car of the formation to run the second distance; and controls the rear car of the formation to decelerate to stop at the second station according to the second braking rate.

[0038] After understanding the system architecture, the following will be combined Figure 2 The control method process of the virtual train formation provided in the embodiment of the present application is described.

[0039] Figure 2 This is a flowchart of a control method for a virtual train set provided in one embodiment of the present application; see Figure 2The following embodiment uses the virtual train formation 101 as the execution subject, and applies the control method of the virtual train formation provided by the embodiment of the present application to the virtual train formation 101 for specific description. The control method of the virtual train formation provided by the embodiment of the present application includes the following steps 201 to 205:

[0040] Step 201: In response to the front car of the marshaling being decelerated to a first car control speed, the front car of the marshaling is controlled to run at the first car control speed, wherein the first car control speed represents the train running speed when the distance between the front car of the marshaling and a first station is a first distance.

[0041] Step 202: Determine a first time length for the leading vehicle in the marshaling to run at the first vehicle control speed based on the first distance and the target distance for decelerating from the first vehicle control speed to stopping at the first station according to the first braking rate.

[0042] Step 203: Control the rear car of the marshaling to run at a second car control speed, where the second car control speed represents the train running speed when the distance between the rear car of the marshaling and the second station is a second distance.

[0043] Step 204: Determine the second braking rate of the rear car of the marshaling based on the first time of the front car of the marshaling and the same constraints as the second time of the rear car of the marshaling; the first time represents the time required for the front car of the marshaling to run the first distance, and the second time represents the time required for the rear car of the marshaling to run the second distance.

[0044] Step 205: According to the second braking rate, control the rear car of the train to decelerate and stop at the second station.

[0045] pass Figure 2 In the illustrated embodiment, on the one hand, the method switches to a uniform speed during the braking stop of the leading car in the marshaling set, allowing the leading car to wait for the trailing car to catch up before stopping. This minimizes the distance between the trailing car and the leading car, thus facilitating the subsequent precise control of the synchronized stopping of the leading and trailing cars within the virtual marshaling set. Furthermore, based on the aforementioned constraints, the stopping times of the leading and trailing cars in the marshaling set are identical, significantly reducing the deviation in stopping times while also ensuring passenger comfort during the stopping process. This improves the performance indicators of synchronized stopping of virtual marshaling sets and effectively expands the applicable scenarios of virtual marshaling technology.

[0046] The following will be combined with specific embodiments to Figure 2 An exemplary embodiment of each step is described in detail.

[0047] In step 201, in response to the front car of the marshaling being decelerated to a first car control speed, the front car of the marshaling is controlled to run at the first car control speed, wherein the first car control speed represents the train running speed when the distance between the front car of the marshaling and the first station is a first distance.

[0048] wherein the first station is a station position where the pre-formation vehicle stops before formation. Generally, the pre-formation vehicle starts to accelerate to a certain speed after starting, and then starts to brake and stop at a first distance from the first station.

[0049] For example, in the process of train operation of urban rail transit, the Automatic Train Operation (ATO) subsystem is usually used to realize automatic driving of the train by outputting traction and braking levels to the vehicle. The pre-formation vehicle in the virtual formation can be directly controlled by the ATO algorithm, and the control method is consistent with the control method of a single train, that is, the expected speed of the pre-formation vehicle is determined, and the acceleration is calculated to accelerate the pre-formation vehicle in the virtual formation to the expected speed.

[0050] In the related technical solution, when the pre-formation vehicle realizes single train control, the reference speed curve is planned according to the distance Dtg0 from the first station at a fixed braking rate A0, and the reference speed at any position is The corresponding reference speed curve can refer to the single train stopping curve shown in Figure 3 It can be seen that the reference speed curve is directly decelerated at a fixed braking rate A0 until it stops at the first station. Figure 3

[0051] The above method is prone to cause large deviation of the stopping time of the pre-formation vehicle and the post-formation vehicle in the virtual formation, thereby reducing the synchronous stopping performance index of the virtual formation and limiting the applicable scenarios of the virtual formation technology.

[0052] To solve the above technical problems, the pre-formation vehicle in the virtual formation needs to approach the post-formation vehicle as much as possible without triggering emergency braking, so as to reduce the deviation of the stopping time of the two vehicles. Therefore, in an optional embodiment of the present disclosure, when the pre-formation vehicle is controlled to run at the first control speed in response to the pre-formation vehicle decelerating to the first control speed in the above step 201, the pre-formation vehicle can be controlled to decelerate at the first braking rate in response to the distance between the pre-formation vehicle and the first station being a third distance, until the distance between the pre-formation vehicle and the first station is the first distance; and the pre-formation vehicle can be controlled to run at a constant speed at the first control speed at the first distance according to the first control speed at the first distance.

[0053] For example, for the pre-formation vehicle in the virtual formation, the virtual formation system can control the pre-formation vehicle to decelerate at the first braking rate in response to the distance between the pre-formation vehicle and the first station being a third distance, until the distance between the pre-formation vehicle and the first station is the first distance, and then run at a constant speed at the first control speed at the first distance to wait for the post-formation vehicle to approach, so as to make the distance between the two vehicles as short as possible. ​

[0054] In this embodiment, by controlling the pre-formation vehicle to run at a first control speed when it is detected that the distance between the pre-formation vehicle and the first station is a first distance, the distance between the two vehicles can be shortened as much as possible, thereby facilitating the subsequent synchronization of the pre-formation vehicle and the following vehicle.

[0055] In the step of controlling the pre-formation vehicle to run at a first control speed, in order to further realize the accurate synchronization of the two vehicles when stopping and improve the virtual formation synchronization stopping performance index, the response delay of the vehicle can be considered.

[0056] In an optional embodiment of the present disclosure, the first response delay duration of the pre-formation vehicle is determined, the first target control speed is determined according to the first braking rate, the first response delay duration and the first control speed, and the coasting instruction is sent to the pre-formation vehicle in response to the pre-formation vehicle decelerating to the first target control speed, so that the pre-formation vehicle runs at the first control speed after receiving the coasting instruction.

[0057] The coasting instruction is an instruction for converting the process of controlling the pre-formation vehicle to perform deceleration braking into the process of uniform speed running.

[0058] For example, the first target control speed can be determined according to the first braking rate, the first response delay duration and the first control speed, and then the coasting instruction is sent to the pre-formation vehicle when the pre-formation vehicle decelerates to the first target control speed, so that the pre-formation vehicle runs at the first control speed after receiving the coasting instruction.

[0059] Figure 4 A schematic diagram of receiving a coasting instruction under a first response delay duration is provided for an embodiment of the present application. As shown in Figure 4 Considering the first response delay duration Tdealy of the pre-formation vehicle, the first target control speed V0+A0*Tdealy can be determined.

[0060] Therefore, when the pre-formation vehicle decelerates to the first target control speed V0+A0*Tdealy as shown in Figure 4 the coasting instruction is sent to the pre-formation vehicle, and when the pre-formation vehicle runs at the first control speed after receiving the coasting instruction, it can run at the predetermined reference speed curve as shown in Figure 4

[0061] By considering the response delay duration of the pre-formation vehicle in the above embodiments, the error between the actual uniform speed running of the train and the reference uniform speed running process caused by the response delay duration is eliminated, thereby further improving the virtual formation synchronization stopping performance index.

[0062] ​Further, the leading train can slow down and wait for the trailing train to approach before the leading train stops. At this time, the reference speed curve can be planned according to the fixed braking rate A0 Figure 3 As shown in the new strategy stop curve. The leading train first slows down according to the fixed braking rate A0, then runs at a constant speed V0, waits for the trailing train to approach, and finally slows down again according to the fixed braking rate A0 until it stops at the first station. Figure 3 As shown in the new strategy stop curve. The leading train first slows down according to the fixed braking rate A0, then runs at a constant speed V0, waits for the trailing train to approach, and finally slows down again according to the fixed braking rate A0 until it stops at the first station.

[0063] Referring to Figure 3 As shown in the new strategy stop curve. The leading train first slows down according to the fixed braking rate A0, then runs at a constant speed V0, waits for the trailing train to approach, and finally slows down again according to the fixed braking rate A0 until it stops at the first station.

[0064] Step 202, according to the first distance, and the target distance of the leading train from the first braking rate to the first control speed, determine the first time length of the leading train running at the first control speed.

[0065] For example, since the first braking rate of the leading train is a fixed value, the first time length of the leading train running at the first control speed can be calculated according to the first distance, and the target distance of the leading train from the first braking rate to the first control speed, and then the starting time of the leading train braking can be controlled.

[0066] Assuming Dtg0 is the running distance of the leading train from the calculation time to the stop, i.e. the first distance, the following formula (1) can be obtained:

[0067]

[0068] In formula (1), V0 is the first control speed of the leading train running at a constant speed, t0 is the first time length of the leading train running at the first control speed, A0 is the first braking rate of the leading train, and Dtg0 is the running distance of the leading train from the calculation time to the stop, i.e. the first distance.

[0069] In the above formula (1), the first control speed V0, the first braking rate A0 of the leading train, and the first distance Dtg0 are known quantities, so the first time length t0 of the leading train running at the first control speed can be calculated.

[0070] Step 203, control the trailing train to run at a second control speed, the second control speed representing the train running speed when the distance between the trailing train and the second station is a second distance.

[0071] Exemplarily, for the post-coupling vehicle in the virtual coupling, the post-coupling vehicle continues to use the simplified model predictive control algorithm (S-MPC) to control the section tracking of the train in the starting running stage, so as to shorten the distance to the pre-coupling vehicle as much as possible on the premise that the post-coupling vehicle does not trigger emergency braking, and make the distance between the two vehicles as short as possible when the pre-coupling vehicle starts to wait for the post-coupling vehicle when the pre-coupling vehicle is close to the first station.

[0072] For the convenience of description, the following will be described by way of example in combination with Figure 5 .

[0073] In an optional embodiment of the present disclosure, Figure 5 a method flowchart for controlling the post-coupling vehicle to perform section tracking by using the S-MPC algorithm is provided for an embodiment of the present application, Figure 5 The method shown can include the following steps 501-504:

[0074] Step 501, determining the expected acceleration of the pre-coupling vehicle according to the calculated acceleration of the pre-coupling vehicle and the equivalent acceleration of the slope of the running section.

[0075] The calculated acceleration of the pre-coupling vehicle is the acceleration calculated based on the expected speed of the pre-coupling vehicle. Exemplarily, the expected speed of the pre-coupling vehicle running is determined based on the ATO algorithm, and the expected acceleration is calculated to accelerate the pre-coupling vehicle in the virtual coupling to the expected speed. The equivalent acceleration of the slope of the running section is that the slope of the running section has an effect on the calculated acceleration of the pre-coupling vehicle during the running of the train, so the equivalent acceleration of the slope of the running section can be calculated, so that the final expected acceleration of the pre-coupling vehicle can be determined based on the calculated acceleration of the pre-coupling vehicle and the equivalent acceleration of the slope of the running section.

[0076] It should be noted that the pre-coupling vehicle in the virtual coupling sends the calculated expected acceleration to the post-coupling vehicle, so as to control the running process of the post-coupling vehicle in the virtual coupling subsequently.

[0077] Step 502, determining the estimated control speed of the post-coupling vehicle according to the pre-coupling vehicle running parameter of the pre-coupling vehicle, the post-coupling vehicle running parameter of the post-coupling vehicle, the interval distance between the pre-coupling vehicle and the post-coupling vehicle, and the preset braking influence parameter.

[0078] The front vehicle operation parameter can be parameter information in a front vehicle operation process, and the rear vehicle operation parameter can be parameter information in a rear vehicle operation process. The front vehicle operation parameter and the rear vehicle operation parameter can be, for example, train operation speed, maximum traction acceleration, emergency braking acceleration, emergency braking establishment time, braking delay, and the like. The preset braking influence parameter can be parameter information influencing train braking, for example, preset front-rear vehicle safety distance, safety distance margin, speed measurement error, and the like.

[0079] In an optional embodiment of the present application, the rear vehicle operation parameter at least includes rear vehicle emergency braking acceleration and rear vehicle maximum traction acceleration. The front vehicle operation parameter at least includes front vehicle emergency braking acceleration and front vehicle speed. The preset braking influence parameter at least includes preset front-rear vehicle safety distance.

[0080] In an optional embodiment of the present application, the estimated control speed of the rear vehicle can be determined according to the rear vehicle emergency braking acceleration, the rear vehicle maximum traction acceleration, the front vehicle emergency braking acceleration, the front vehicle speed, the preset front-rear vehicle safety distance, and the interval distance.

[0081] In the embodiment, in the case that the rear vehicle operation parameter at least includes rear vehicle emergency braking acceleration and rear vehicle maximum traction acceleration, the front vehicle operation parameter at least includes front vehicle emergency braking acceleration and front vehicle speed, and the preset braking influence parameter at least includes preset front-rear vehicle safety distance, the estimated control speed of the rear vehicle can be determined based on the above parameters, and the estimated control speed is taken as a critical speed for the rear vehicle to execute emergency braking, so as to facilitate subsequent determination of high-speed operation of the rear vehicle in a non-emergency braking case, improve the transportation capacity of the front and rear vehicles in virtual marshalling, and further improve the utilization rate of transportation resources.

[0082] In step 503, a target train operation control scenario is determined according to the marshalling front vehicle operation parameter, the rear vehicle operation parameter, the estimated control speed, and a train control system sent train operation state recognition result.

[0083] The target train operation control scenario is any one of train operation control scenarios in a safety braking scenario. The safety braking scenario includes train start-up scenario, interval tracking scenario, precise parking scenario, front vehicle parking and rear vehicle not parking scenario, and the like.

[0084] In step 504, a target control acceleration of the marshalling rear vehicle is determined according to an acceleration prediction model corresponding to the target train operation control scenario and the expected acceleration of the front vehicle and the estimated control speed.

[0085] The acceleration prediction model is related to the target train operation control scenario, that is, the determined target train operation control scenario is different, and the corresponding acceleration prediction model or the parameters of the acceleration prediction model also exist differences.

[0086] Through the above embodiment, the operation control scene of the train is identified, so that the corresponding acceleration prediction model is matched according to different operation control scenes, and the control acceleration of the rear train is accurately determined in combination with the operation of the front train, so that the process of controlling the rear train to run different accelerations for different operation control scenes is realized, and the flexibility of the rear train operation is improved. At the same time, the method can ensure that the rear train in the virtual marshalling runs at a faster speed under non-emergency braking conditions, avoiding the technical problem that the related technical solution based on ATO or other ways obtains a smaller emergency braking speed, which affects the slow driving of the rear train under non-emergency braking conditions, thereby improving the driving speed of the rear train under the condition of ensuring safety, effectively reducing the tracking interval distance, start and stop time deviation of the front and rear trains in virtual marshalling, and improving the technical effect of train transportation capacity.

[0087] Further, when the marshalling rear train enters the braking and stopping phase and the marshalling front train enters the uniform speed waiting for the marshalling rear train to approach phase, at this time, the marshalling rear train also enters the uniform speed running phase according to the second control speed when the distance from the second station is the second distance, that is, the marshalling rear train runs at a uniform speed according to the corresponding second control speed at the second distance after receiving the inertia instruction.

[0088] In an optional embodiment, in response to the distance between the marshalling rear train and the second station being the fourth distance, the marshalling rear train is controlled to decelerate at the second braking rate until the distance between the marshalling rear train and the second station is the second distance; and the marshalling rear train is controlled to run at a uniform speed according to the second control speed at the second distance.

[0089] For example, when the distance between the marshalling rear train and the second station is the fourth distance, the marshalling rear train is controlled to decelerate at the second braking rate until the distance between the marshalling rear train and the second station is the second distance, and then runs at a uniform speed according to the corresponding second control speed at the second distance according to the received inertia instruction.

[0090] In this embodiment, before the marshalling rear train enters the uniform speed running phase, that is, in the starting tracking phase, the S-MPC algorithm is used to track the marshalling front train according to the dynamically changing second braking rate. The second braking rate is a real-time changing unknown quantity, which is determined by the same constraint condition of the first time of the marshalling front train and the second time of the marshalling rear train.

[0091] Further, in an optional embodiment, the second response delay duration of the marshalling rear train is determined; the second target control speed is determined according to the second braking rate, the second response delay duration and the second control speed; in response to the marshalling rear train decelerating to the second target control speed, an inertia instruction is sent to the marshalling rear train to make the marshalling rear train run at the second control speed after receiving the inertia instruction.

[0092] For example, considering the second response delay of the rear car in the formation, it is also necessary to overcome the error between the actual uniform speed operation and the reference uniform speed operation caused by the second response delay. Therefore, it is necessary to slow down the rear car in the formation to the second target car control speed and send an idling instruction to the rear car in the formation so that the rear car in the formation can run according to the second car control speed after receiving the idling instruction.

[0093] Figure 6 A schematic diagram of receiving an inertia instruction under a second response delay time provided in an embodiment of the present application, with reference to Figure 6 As shown, considering the second response delay time Tdealy of the rear vehicle in the marshaling, the second target vehicle control speed can be determined as: V1+A stop *Tdealy.

[0094] Therefore, when the front car of the formation slows down to Figure 4 When the second target vehicle control speed V1 is reached, the vehicle ahead of the marshaling group is sent an inertia instruction. When the vehicle ahead of the marshaling group receives the inertia instruction and runs at a constant speed according to the second vehicle control speed V1, the vehicle ahead of the marshaling group can then Figure 4 The shown operation is carried out according to a predetermined reference speed curve.

[0095] Through the above embodiment, the response delay of the rear train in the marshaling is taken into account, thereby eliminating the error between the actual uniform speed operation of the train and the reference uniform speed operation process caused by the response delay, thereby further improving the performance index of the virtual marshaling synchronous stop.

[0096] Step 204: Determine the second braking rate of the rear car of the marshaling based on the first time of the front car of the marshaling and the same constraints as the second time of the rear car of the marshaling; the first time represents the time required for the front car of the marshaling to run the first distance, and the second time represents the time required for the rear car of the marshaling to run the second distance.

[0097] The first distance traveled by the leading vehicle in the marshaling includes the distance traveled at a constant speed according to the first vehicle control speed and the distance traveled at a deceleration rate from the first vehicle control speed. Therefore, the sum of the first time and the sum of the first time and the sum of the first time and the sum of the first time and the sum of the first time and the sum of the first time and the sum of the first time and the sum of the first time and the sum of the first time and the sum of the first time and the sum of the second ... first time and the sum of the first time and the sum of the first time and the sum of the second time and the sum of the second time and the sum of the second time and the sum of the second time and the sum of the second time and the sum of the second time and the sum of the

[0098] For example, upon receiving a parking brake command, the front car and the rear car of the marshaling switch from a uniform speed operation phase to a deceleration phase until they stop at the corresponding station.

[0099] Assuming that Dtg1 is the running distance of the train after marshalling from the calculation time to the stop, i.e., the second distance, the following formula (2) can be obtained:

[0100]

[0101] In formula (2), V1 is the second control speed of the train after marshalling running at a constant speed, t1 is the second time length of the train after marshalling running at the second control speed, A1 is the second braking rate of the train after marshalling, and Dtg1 is the running distance of the train after marshalling from the calculation time to the stop, i.e., the second distance.

[0102] In the above formula (2), the second control speed V1 and the second distance Dtg1 are known quantities, while the second time length t1 of the train after marshalling running at the second control speed and the second braking rate A1 of the train after marshalling are unknown quantities.

[0103] Meanwhile, combining the first time sum of the train before marshalling and the second time sum of the train after marshalling, the following formula (3) can be obtained:

[0104]

[0105] In formula (3), is the first time sum of the train before marshalling, is the second time sum of the train after marshalling, and both are equal.

[0106] In formula (3), the second control speed V1, the first control speed V0, the first braking rate A0 of the train before marshalling, and the first time length t0 of the train before marshalling running at the first control speed are known quantities, while the second time length t1 of the train after marshalling running at the second control speed and the second braking rate A1 of the train after marshalling are unknown quantities. By combining formula (2) and formula (3), the second time length t1 of the train after marshalling running at the second control speed and the second braking rate A1 of the train after marshalling can be calculated.

[0107] When the train before marshalling and the train after marshalling receive the stop braking instruction, the instruction output delay time length also needs to be considered, so as to further greatly reduce the stop time deviation and improve the virtual marshalling synchronous stop performance index.

[0108] In an optional embodiment, the instruction output delay time length is determined; the fifth distance is determined according to the instruction output delay time length, the first control speed and the first braking rate, so that when the distance between the train in front of the marshalling and the first station is the fifth distance, the stop braking instruction is sent to the train in front of the marshalling, and the train in front of the marshalling is braked and stopped according to the stop braking instruction at the first braking rate; the sixth distance is determined according to the instruction output delay time length, the second control speed and the second braking rate, so that when the distance between the train behind the marshalling and the second station is the sixth distance, the stop braking instruction is sent to the train behind the marshalling, and the train behind the marshalling is braked and stopped according to the stop braking instruction at the second braking rate.

[0109] For example, the two trains in front of the marshalling and behind the marshalling need to be braked and stopped synchronously, the stop braking instruction is changed from the constant speed / uniform speed stage to the idle running, the delay time Tdelay of the output braking instruction is considered, the train in front of the marshalling starts to output brake when the distance between the train in front of the marshalling and the first station is ; and the train behind the marshalling starts to output brake when the distance between the train behind the marshalling and the second station is .

[0110] For example, as shown in Figure 7 , when the instruction delay running distance identifier is reached, the stop braking instruction can be sent to the train in front of the marshalling and the train behind the marshalling, so that the train in front of the marshalling is braked and stopped according to the stop braking instruction at the first braking rate and the train behind the marshalling is braked and stopped according to the stop braking instruction at the second braking rate.

[0111] In step 205, the train behind the marshalling is controlled to decelerate to the second station at the second braking rate.

[0112] For example, after the second braking rate is determined, the train behind the marshalling can be controlled to decelerate to the second station at the second braking rate.

[0113] From the overall process, when the train in front of the marshalling is at a fixed distance D0 (such as 4 meters) from the train in front of the marshalling, the train behind the marshalling starts to approach at a uniform speed V0, as shown in the speed change curve Figure 8 , when the speed of the train behind the marshalling is reduced to V1, the train behind the marshalling starts to approach the train in front of the marshalling at a uniform speed V1, and finally the two trains are braked and stopped according to the respective stop points.

[0114] It should be understood that although the steps in the flowchart are shown in sequential order, such that each step depends on completion of the previous step before execution of the next step, the steps are not necessarily performed in the order shown by the arrows. Unless specifically stated otherwise herein, the steps can be performed in other orders. Moreover, at least some of the steps shown in the figure can include multiple sub-steps or multiple stages, which can be performed at different times or in different orders than those shown, and which can be performed at least partially concurrently with one another or with other steps or sub-steps of other steps.

[0115] To implement the above-mentioned virtual marshalling train control method, please refer to Figure 9 An embodiment of the present application provides a virtual marshalling train control device, which is applied to virtual train marshalling, and the virtual train marshalling at least includes a front train and a rear train located behind and adjacent to the front train. The device can include a front train control module, a first time determination module, a rear train control module and a brake rate determination module.

[0116] The front train control module is used for controlling the front train to run at a first control train speed in response to the front train decelerating to the first control train speed, wherein the first control train speed represents a train running speed when the front train is away from a first station by a first distance. The first time determination module is used for determining a first time length of the front train running at the first control train speed according to the first distance and a target distance of the front train decelerating from the first control train speed to the first station according to a first brake rate. The rear train control module is used for controlling the rear train to run at a second control train speed, wherein the second control train speed represents a train running speed when the rear train is away from a second station by a second distance. The brake rate determination module is used for determining a second brake rate of the rear train based on a same constraint condition of a first time sum of the front train and a second time sum of the rear train. The first time sum represents a time sum of the front train running the first distance, and the second time sum represents a time sum of the rear train running the second distance. The rear train control module is further used for controlling the rear train to decelerate to the second station according to the second brake rate.

[0117] In an optional embodiment of the present application, the front train control module is specifically used for controlling the front train to decelerate according to the first brake rate until the front train is away from the first station by the first distance in response to the front train being away from the first station by a third distance. The front train is controlled to run at a uniform speed according to the first control train speed at the first distance.

[0118] In an optional embodiment of the present disclosure, the apparatus further comprises a determining module, which is further configured to determine a first response delay duration of the front train; determine a first target control speed of the front train according to the first braking rate, the first response delay duration and the first control speed; and send a coasting instruction to the front train in response to the front train decelerating to the first target control speed, so that the front train runs at the first control speed according to the coasting instruction.

[0119] In an optional embodiment of the present disclosure, the determining module is further configured to determine an expected acceleration of the front train according to the calculated acceleration of the front train and an equivalent acceleration of the slope of the running section; determine an estimated control speed of the rear train according to the front train running parameter, the rear train running parameter, the interval distance between the front train and the rear train, and a preset braking influence parameter; determine a current target train running control scenario according to the front train running parameter, the rear train running parameter, the estimated control speed, and a running state recognition result sent by the train control system; and determine a target control acceleration of the rear train according to an acceleration prediction model corresponding to the target train running control scenario and the expected acceleration of the front train and the estimated control speed.

[0120] In an optional embodiment of the present disclosure, the rear train control module 903 is configured to control the rear train to decelerate at the second braking rate until the distance between the rear train and the second station is the second distance in response to the distance between the rear train and the second station being the fourth distance; and control the rear train to run at a second constant speed according to a second control speed at the second distance.

[0121] In an optional embodiment of the present disclosure, the determining module is further configured to determine a second response delay duration of the rear train; determine a second target control speed of the rear train according to the second braking rate, the second response delay duration and the second control speed; and send a coasting instruction to the rear train in response to the rear train decelerating to the second target control speed, so that the rear train runs at the second control speed according to the coasting instruction.

[0122] In an optional embodiment of the present disclosure, the determining module is further configured to determine an instruction output delay duration; determine a fifth distance at which a stop braking instruction is sent to the front train to make the front train brake and stop at the first braking rate according to the instruction output delay duration, the first control speed and the first braking rate when the distance between the front train and the first station is the fifth distance; and determine a sixth distance at which a stop braking instruction is sent to the rear train to make the rear train brake and stop at the second braking rate according to the instruction output delay duration, the second control speed and the second braking rate when the distance between the rear train and the second station is the sixth distance.

[0123] The specific limitations of the control device of the virtual marshalling train can be referred to the limitations of the control method of the virtual marshalling train, which will not be repeated here. Each module in the control device of the virtual marshalling train can be realized by software, hardware, and a combination thereof, in whole or in part. Each module can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the corresponding operations of each module.

[0124] In one embodiment, a computer device is provided, and an internal structure diagram of the computer device can be as shown in Figure 10 The computer device includes a processor, a memory, a network interface, and a database connected by a system bus. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium. The database of the computer device is configured to store data. The network interface of the computer device is configured to communicate with an external terminal through a network connection. The computer program is executed by the processor to implement a control method of a virtual marshalling train as described above. The control method includes: including a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement any step in the control method of the virtual marshalling train as described above.

[0125] In one embodiment, a computer readable storage medium is provided, and the computer readable storage medium stores a computer program, which is executed by a processor to implement any step in the control method of the virtual marshalling train as described above.

[0126] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can be in the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can be in the form of a computer program product implemented on one or more computer usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer usable program code.

[0127] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks Figure 1 means for functionally implementing the steps listed in the flowchart block or blocks.

[0128] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks Figure 1 means for functionally implementing the steps listed in the flowchart block or blocks.

[0129] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flowcharts and / or blocks Figure 1 means for functionally implementing the steps listed in the flowchart block or blocks.

[0130] While the preferred embodiments of the application have been described, additional variations and modifications can be employed by those skilled in the art. Therefore, the claimed application is intended to cover all such additional variations and modifications as fall within the true spirit and scope of the application.

[0131] Obviously, numerous modifications and variations of the present application are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims and their equivalents, the application can be practiced otherwise than as specifically described.

Claims

1. A control method for a virtual train formation, characterized in that: Applied to a virtual train formation, the virtual train formation includes at least: a leading train and a trailing train located behind and adjacent to the leading train, the method includes: In response to the front car of the set decelerating to a first train control speed, controlling the front car of the set to run at the first train control speed, wherein the first train control speed represents the train running speed when the distance between the front car of the set and the first station is a first distance; Determining a first time length for the leading vehicle in the marshaling set to run at the first vehicle control speed based on the first distance and the target distance for decelerating from the first vehicle control speed to stopping at the first station according to a first braking rate; Controlling the rear car of the marshaling to run at a second car control speed, where the second car control speed represents the train running speed when the distance between the rear car of the marshaling and the second station is a second distance; Determining a second braking rate for the rear car of the marshaling based on the first time of the front car of the marshaling and the same constraints as the second time of the rear car of the marshaling; the first time represents the time required for the front car of the marshaling to run the first distance, and the second time represents the time required for the rear car of the marshaling to run the second distance; According to the second braking rate, the rear vehicle of the marshaling is controlled to decelerate and stop at the second station.

2. The method according to claim 1, characterized in that In response to the front car of the marshaling being decelerated to a first car control speed, controlling the front car of the marshaling to run at the first car control speed includes: In response to the distance between the leading vehicle in the marshaling and the first station being a third distance, controlling the leading vehicle in the marshaling to decelerate according to the first braking rate until the distance between the leading vehicle in the marshaling and the first station is the first distance; According to the first speed control degree at the first distance, the front vehicle of the marshaling is controlled to run at a uniform speed according to the first speed control speed.

3. The method according to claim 1 or 2, characterized in that The method further comprises: Determining the first response delay duration of the leading vehicle in the marshaling; determining a first target vehicle control speed according to the first braking rate, the first response delay time, and the first vehicle control speed; In response to the leading vehicle in the set decelerating to the first target vehicle control speed, an inertia instruction is sent to the leading vehicle in the set, so that the leading vehicle in the set runs at the first vehicle control speed after receiving the inertia instruction.

4. The method according to claim 1, wherein Before controlling the rear vehicle of the marshaling group to run at the second vehicle control speed, the method includes: Determining the expected acceleration of the leading vehicle in the marshaling according to the calculated acceleration of the leading vehicle in the marshaling and the equivalent acceleration of the slope of the running section; Determining the estimated control speed of the rear car of the marshaling according to the front car operating parameters of the front car of the marshaling, the rear car operating parameters of the rear car of the marshaling, the interval between the front car of the marshaling and the rear car of the marshaling, and the preset braking influence parameters; Determining a current target train operation control scenario based on the operating parameters of the leading train in the formation, the operating parameters of the trailing train, the estimated train control speed, and a train state recognition result sent by the train control system; The target train control acceleration of the rear train in the formation is determined according to the acceleration prediction model corresponding to the target train operation control scenario, the expected acceleration of the leading train, and the estimated train control speed.

5. The method according to claim 1, wherein Controlling the rear car of the marshaling to run at the second car control speed includes: In response to the distance between the rear car of the marshaling and the second station being a fourth distance, controlling the rear car of the marshaling to decelerate according to the second braking rate until the distance between the rear car of the marshaling and the second station is the second distance; According to the second vehicle control speed at the second distance, the rear vehicle of the marshaling is controlled to run at a uniform speed according to the second vehicle control speed.

6. The method according to claim 1 or 5, characterized in that The method further comprises: Determining a second response delay duration of the rear vehicle in the marshaling; determining a second target vehicle control speed according to the second braking rate, the second response delay time, and the second vehicle control speed; In response to the rear car of the marshaling being decelerated to the second target car control speed, an inertia instruction is sent to the rear car of the marshaling, so that the rear car of the marshaling runs at the second car control speed after receiving the inertia instruction.

7. The method according to claim 1, characterized in that The method further comprises: Determine the delay time of command output; determining a fifth distance based on the command output delay time, the first vehicle control speed, and the first braking rate, so that when the distance between the leading vehicle in the marshaling and the first station is the fifth distance, a parking brake command is sent to the leading vehicle in the marshaling, causing the leading vehicle in the marshaling to brake and stop according to the parking brake command at the first braking rate; A sixth distance is determined based on the instruction output delay duration, the second vehicle control speed, and the second braking rate, so that when the distance between the rear vehicle in the formation and the second station is the sixth distance, a parking brake instruction is sent to the rear vehicle in the formation, so that the rear vehicle in the formation brakes and stops according to the parking brake instruction and the second braking rate.

8. A control device for a virtual train formation, characterized in that: Applied to a virtual train formation, the virtual train formation includes at least: a leading train and a trailing train located behind and adjacent to the leading train, the device includes: a leading vehicle control module, configured to control the leading vehicle in the set to run at the first vehicle control speed in response to the leading vehicle in the set being decelerated to a first vehicle control speed, wherein the first vehicle control speed represents a train running speed when the distance between the leading vehicle in the set and a first station is a first distance; a first time determination module, configured to determine a first time length for the leading vehicle in the marshaling set to run at the first vehicle control speed based on the first distance and a target distance for decelerating from the first vehicle control speed to stopping at the first station according to a first braking rate; a rear car control module, configured to control the rear car of the marshaling to run at a second car control speed, wherein the second car control speed represents the train running speed when the distance between the rear car of the marshaling and the second station is a second distance; A braking rate determination module is configured to determine a second braking rate of the rear car of the marshaling based on a first time of the front car of the marshaling and the same constraint condition as a second time of the rear car of the marshaling; the first time and the second time represent the time required for the front car of the marshaling to run the first distance, and the second time and the second time represent the time required for the rear car of the marshaling to run the second distance; The rear vehicle control module is further configured to control the rear vehicle in the formation to decelerate and stop at the second station according to the second braking rate.

9. A computer device comprising: The method comprises a memory and a processor, wherein the memory stores a computer program, and is characterized in that when the processor executes the computer program, the steps of the control method of the virtual train assembly described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method for controlling a virtual train according to any one of claims 1 to 7 are implemented.

Images