Train control operation method and system based on virtual marshalling

Abstract

The invention discloses a train control operation method and system based on virtual marshalling, and relates to the technical field of rail transit control, and the method comprises the steps that a to-be-marshaled unit train transmits own vehicle data to a ground control system, virtual marshalling is carried out according to virtual marshalling information generated by the ground control system, and the train data is transmitted to a train control system; the pilot train generates different control strategies based on the information receiving time, the running condition and the running state of the following train, the following train runs under the minimum tracking distance range and the control strategy through a cooperative automatic driving system of the following train, and when marshalling is removed, marshalling is removed from the pilot train according to the sequence; therefore, safe cooperative operation of the trains is guaranteed, the train tracking interval is reduced to the maximum extent on the premise of safety, and the line transportation capacity is remarkably improved.

Description

A train control and operation method and system based on virtual formation Technical Field

[0001] This invention relates to the field of rail transit, and in particular to a train control and operation method and system based on virtual train formation. Background Technology

[0002] With the continued growth in demand for bulk cargo transportation, heavy-haul railways, as the core carrier for cross-regional transportation of bulk commodities such as coal and ore, are facing an increasingly urgent need to improve their transport capacity. Traditional heavy-haul railways rely on physical couplers to achieve train marshalling. The marshalling and demarcation operations must be completed in the throat area of ​​the station, which is time-consuming and lacks flexibility. Moreover, since heavy-haul train routes are mostly located in mountainous areas, the construction and maintenance costs of trackside signaling equipment are extremely high. At the same time, the excessive length of heavy-haul trains and the numerous curves, undulations, and tunnels on the operating lines seriously affect the transmission distance and quality of train-to-train communication.

[0003] Virtual train formation is a new type of rail transit system that achieves virtual connection between train units through vehicle-to-vehicle communication technology. It allows for flexible formation operation without physical couplers, significantly improving train operating efficiency and transport capacity. Existing solutions for virtual coupled small-formation train control systems, designed for urban rail vehicle scenarios, propose that the rear car in a virtual coupled small-formation train acts as the master car, independently calculating its own speed curve and safety protection distance. The internal spacing of the formation is controlled by the master car, which is solely responsible for communication with the ground area controller. However, this solution is only suitable for small-formation scenarios and cannot support the multi-unit large-formation operation requirements of heavy-haul railways, making it difficult to significantly increase line capacity. Furthermore, the passive following control logic of the rear car fails to achieve coordinated control of all trains within the formation, making it unsuitable for the heavy weight and high inertia characteristics of heavy-haul trains, potentially leading to excessive longitudinal impulses and affecting operational stability.

[0004] In response to the above challenges, how to provide a heavy-haul train control and operation method that can meet the needs of complex and harsh operating environments and improve the line transportation capacity is an urgent technical problem to be solved in this field. Summary of the Invention

[0005] To address the aforementioned technical problems, the purpose of this application is to provide a train control and operation method and system based on virtual train formation. This avoids the inability of existing methods to achieve coordinated control and operation of all trains within a formation when a unit train operates in virtual formation, thereby adapting to the heavy weight and high inertia characteristics of heavy-haul trains and improving train transport capacity. To achieve the above objective, this application provides a train control and operation method and system based on virtual train formation.

[0006] The above-mentioned objective of this application is achieved through the following technical solution: a train control operation method based on virtual formation, comprising: multiple unit trains to be formed transmit their own vehicle data to a ground control system through their own communication transmission system; the ground control system generates virtual formation information based on the vehicle data and transmits the virtual formation information to each of the unit trains; the unit trains perform virtual formation according to the virtual formation information; wherein, the unit train with the highest formation order in the virtual formation information is defined as the lead train, and the other unit trains are follow trains; the lead train receives the travel information of the road ahead sent by the ground control system. The lead train receives the operating status of all following trains through its own communication transmission system. Based on the information reception time of different following trains, the driving conditions, and the operating status, the lead train generates different control strategies through a control algorithm and sends them to all following trains. After receiving the control strategies, the following trains use their own cooperative automatic driving system to control the operation of the following trains according to the minimum tracking distance and the control strategies. After reaching the decoupling position, the lead train sends a command to the following trains to release the virtual formation. Decoupling begins from the lead train, and adjacent following trains are defined as lead trains. The decoupling of all unit trains is completed in sequence.

[0007] Preferably, the communication transmission system includes: vehicle-to-vehicle communication and vehicle-to-ground communication; wherein, the vehicle-to-vehicle communication is used for communication between the lead train and the following train; and the vehicle-to-ground communication is used for communication between the ground control system, the lead train, and the following train.

[0008] Preferably, the virtual train formation information includes: the virtual formation sequence of the lead train and the following trains, the virtual formation running time, and the virtual formation release position.

[0009] Preferably, the minimum tracking distance is calculated using the following formula: ;in, The basic safety distance for safety protection between virtual train formation units; The distance from the occurrence of the malfunction to the braking of the following train; This is the positioning error distance; This refers to the commonly used braking distance of the following train; This is the emergency braking distance of the vehicle in front.

[0010] Preferably, when the positioning device of the following train malfunctions, the following train issues a malfunction warning to the vehicle personnel and applies emergency braking.

[0011] Preferably, when the train's own vehicle-to-vehicle communication fails, the train releases the virtual formation, issues a fault warning to the vehicle personnel, applies emergency braking, reports the fault to the ground control system via its own vehicle-to-ground communication, and then receives information from the ground control system for control.

[0012] Preferably, when the automatic safety protection system and / or cooperative automatic driving system of the following train malfunctions, the following train and other following trains located behind the following train in the virtual formation automatically disengage from the virtual formation, issue a malfunction warning to the vehicle personnel, apply emergency braking, and then take over manually.

[0013] Preferably, when the unit train communicates according to the communication transmission system, it adopts a vehicle-level communication, train-level communication and group-level communication network architecture.

[0014] Preferably, the vehicle-level communication is specifically used for communication between the cooperative automatic driving system, automatic safety protection system and positioning system within the unit train; the train-level communication is specifically used for communication between carriages within the unit train and between the unit train and the tail equipment; the group-level communication is specifically used for communication between the ground control system and the unit trains within the virtual formation.

[0015] A train control and operation system based on virtual train formation includes: a train formation establishment module, used for multiple unit trains to be formed to transmit their own vehicle data to a ground control system through their own communication transmission system; the ground control system generates virtual train formation information based on the vehicle data and transmits the virtual train formation information to each of the unit trains; the unit trains perform virtual train formation according to the virtual train formation information; wherein, the unit train with the highest formation order in the virtual train formation information is defined as the lead train, and the other unit trains are follow trains; and a train formation operation module, used for the lead train to receive the driving conditions of the road ahead sent by the ground control system and, through its own... The communication transmission system receives the operating status of all following trains. The lead train generates different control strategies based on the information reception time of different following trains, the driving conditions, and the operating status, and sends them to all following trains respectively. After receiving the control strategy, the following trains use their own cooperative automatic driving system to control the operation of the following trains according to the minimum tracking distance and the control strategy. The train formation ungrouping module is used to send a command to the following trains to ungroup the virtual train formation after reaching the ungrouping position. Ungrouping begins from the lead train, and adjacent following trains are defined as lead trains. The ungrouping of all unit trains is completed in sequence.

[0016] This application establishes a virtual train formation scheme through a ground control system. The lead train generates different control strategies based on different following trains and sends them out separately. The following trains operate independently according to the safety protection distance and control strategy. With only the lead train maintaining communication with the ground, the collaborative control operation of the following trains is achieved through the communication transmission system. Finally, the entire process of automatic uncoupling is designed in a closed loop, which significantly improves the line's transport capacity. Furthermore, the collaborative control operation between the lead train and the following trains in the virtual formation improves the safe and stable operation of heavy-haul trains. Through the vehicle-level communication, train-level communication, and group-level communication network architecture, the load on vehicle-to-ground communication is effectively reduced, adapting to the complex operating environment of heavy-haul railways with many mountainous tunnels and easily attenuated communication signals. Ultimately, this achieves the beneficial effect of improving the line's transport capacity while enabling the operation of heavy-haul trains in complex and harsh operating environments. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 is a flowchart of a train control operation method based on virtual formation according to an embodiment of this application; Figure 2 is a schematic diagram of the information transmission process after the formation is established according to a train control operation method based on virtual formation according to an embodiment of this application; Figure 3 is a schematic diagram of the de-formation process according to a train control operation method based on virtual formation according to an embodiment of this application; Figure 4 is a structural diagram of a train control operation system based on virtual formation according to an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] Furthermore, the technical features in the various embodiments or individual embodiments provided in this application can be arbitrarily combined with each other to form a feasible technical solution. Such combination is not constrained by the order of steps and / or the structural composition mode, but must be based on the ability of those skilled in the art to implement it. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0021] In the embodiments provided in this application, it should be understood that the disclosed methods and systems can be implemented in other ways. The system embodiments described below are merely illustrative. For example, the division of units and modules is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or modules can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling communication connection between the various components shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, and can be electrical, mechanical or other forms.

[0022] In addition, each functional unit in the various embodiments of this application can be integrated into a single processor, or each unit can be a separate device, or two or more units can be integrated into a single device; each functional unit in the various embodiments of this application can be implemented in hardware or in the form of hardware plus software functional units.

[0023] Those skilled in the art will understand that all or part of the steps of the following method embodiments can be implemented by program instructions and related hardware. The aforementioned program instructions can be stored in a computer-readable storage medium. When the program instructions are executed, they perform the steps of the following method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0024] It should be understood that the use of terms such as "system," "device," "unit," and / or "module" in this application is merely one method of distinguishing different components, elements, parts, sections, or assemblies at different levels. However, if other terms can achieve the same purpose, they may be replaced by other expressions.

[0025] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a plurality of" or "several" means two or more, unless otherwise explicitly specified.

[0026] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size should still fall within the scope of the technical content disclosed in this application, provided that they do not affect the effects and purposes that this application can produce.

[0027] If a flowchart is used in this application, it is used to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, the steps can be processed in reverse order or simultaneously. Furthermore, other operations can be added to these processes, or one or more steps can be removed from them.

[0028] It should also be noted that, in this document, terms such as “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase “comprising one…” does not exclude the presence of other identical elements in the article or device that includes the aforementioned element.

[0029] As shown in Figure 1, a train control operation method based on virtual train formation includes: S1, multiple unit trains to be formed transmit their vehicle data to the ground control system through their own communication transmission system. The ground control system generates virtual train formation information based on the vehicle data and transmits the virtual train formation information to each unit train. The unit trains virtually form trains according to the virtual train formation information. Specifically, the unit train with the highest formation order in the virtual train formation information is defined as the lead train, and the other unit trains are follower trains. In practice, multiple unit trains exist on the railway, each equipped with a cooperative automatic driving system, an automatic safety protection system, a multi-source fusion positioning system based on the BeiDou satellite, and a communication transmission system. The unit train reads its own vehicle model, vehicle number, and location. The information regarding the cargo and freight car configurations (i.e., the number of fully loaded and empty cars) is transmitted by all unit trains to the ground control system via a communication transmission system. The ground control system then groups the vehicles based on the data of each unit train, forming virtual train formation information. The first unit train in the virtual train formation information is defined as the lead train, and the subsequent trains are all following trains. Before the formation is completed, the lead train and the following trains communicate separately through the communication transmission system. After virtual formation, the following trains in the virtual train formation no longer communicate with the ground control system but instead communicate with the lead train. Once all following trains have established communication connections with the lead train, the lead train sends a formation confirmation command to the ground control system. After confirmation, the ground control system completes the virtual formation.

[0030] S2. The lead train receives the driving conditions of the road ahead from the ground control system and receives the operating status of all following trains through its own communication transmission system. Based on the information reception time, driving conditions, and operating status of different following trains, the lead train generates different control strategies through control algorithms and sends them to all following trains. After receiving the control strategies, the following trains use their own cooperative automatic driving systems to control the operation of the following trains according to the minimum tracking distance and the control strategies. Specifically, as shown in Figure 2, after confirming the virtual formation, the lead train receives road information from the ground control system, such as uphill and downhill conditions, speed limit information, and other road condition information. It then obtains information about all following trains through the communication transmission system, such as the location, speed, acceleration, and overall condition of each following train. Operational information such as performance status is received by different following trains at different intervals. Therefore, the lead train generates a control strategy for each following train after time compensation through a control algorithm, and sends it to each following train through the communication transmission system. Based on the received control strategy and relevant information of the adjacent unit train ahead, such as the position, formation, speed, acceleration, and integrity of the preceding unit train, the following train calculates the minimum tracking distance through the configured automatic safety protection system. The automatic driving system uses the minimum tracking distance calculated by the following train and the control strategy sent by the lead train to the following train as boundary conditions, and adopts model-based predictive control to control the operation of the following train with the optimization objectives of smooth operation, reducing frequent switching of operating conditions, and close tracking.

[0031] S3. After reaching the disassembly position, the lead train sends a command to the following trains to disassemble the virtual train formation. Disassembly begins from the lead train, and the adjacent following trains are defined as the lead train. The disassembly of all unit trains is completed in sequence.

[0032] Specifically, as shown in Figure 3, when preparing to disengage the virtual train formation, the lead train, after reaching the predetermined position, sends a disengagement command to all following trains via the communication transmission system. Upon receiving the disengagement command, the following trains' cooperative automatic driving system controls the train to decelerate, and the automatic safety protection system controls the safety protection curve to complete the transition from relative braking distance to absolute braking distance. The relative braking distance means that, with the adjacent unit train as the target, under the current time, train speed, and track conditions, and assuming the adjacent unit train performs emergency braking, the unit train uses maximum service braking to obtain the minimum distance that prevents the two trains from colliding. The absolute braking distance means that, with the adjacent unit train as the target, under the current time, train speed, and track conditions, and using the position of the adjacent unit train as a reference point, the unit train uses maximum service braking to obtain the minimum distance that prevents the two trains from colliding. The relative braking distance and absolute braking distance of the adjacent unit train at a certain moment are compared; if the distance exceeds a preset threshold, the transition is considered complete.

[0033] After the transition is completed, the following train sends a confirmation of uncoupling to the lead train. After receiving a reply from the lead train, the uncoupling is completed, and the following train becomes the lead train of the remaining following trains. The original lead train leaves the virtual formation. Finally, the uncoupling of all following trains is completed in sequence according to the above method.

[0034] In some embodiments, the communication transmission system includes: vehicle-to-vehicle communication and vehicle-to-ground communication; wherein, vehicle-to-vehicle communication is used for communication between the lead train and the follower train; and vehicle-to-ground communication is used for communication between the ground control system, the lead train, and the follower train.

[0035] Specifically, vehicle-to-vehicle communication is used to enable wireless communication between unit trains within a virtual formation. Once a virtual formation is established, the following train will no longer communicate with the ground control system, but will only communicate with other unit trains and the lead train through vehicle-to-vehicle communication. For example, when the virtual formation is running, the following train needs to calculate the safe distance from the adjacent train ahead, and at this time, it needs to obtain relevant information about the preceding train through vehicle-to-vehicle communication to perform the calculation. Vehicle-to-ground vehicle communication is specifically used for communication between the ground communication system and the lead train, or for communication between unit trains and the ground control system before and after the establishment and dissolution of the virtual formation. For example, when the virtual formation is running, the lead train operates according to the road information ahead provided by the ground control system and periodically feeds back the status and position of the virtual formation trains to the ground control system.

[0036] The aforementioned communication methods significantly reduce the number of communication links between the unit train and the ground control system, ensuring the safety of train operation and greatly reducing the number of communication nodes and bandwidth required between the unit train and the ground.

[0037] In other embodiments, the virtual formation information includes: the virtual formation order of the lead train and the following trains, the virtual formation running time, and the virtual formation release position.

[0038] In some embodiments, the minimum tracking distance, also known as the relative braking distance of virtual train formations, is calculated using the following formula: ;in, The basic safety distance for safety protection between virtual train formation units; The distance from when the train experiences a malfunction to when it comes to braking; This is the positioning error distance; The commonly used braking distance for following a train; This is the emergency braking distance of the vehicle in front.

[0039] Specifically, the preceding train will use different braking methods depending on the situation. When calculating the safe protection distance, the following train will include the maximum braking distance of the preceding train in the minimum tracking distance calculation. The basic safe distance can be selected according to existing standards. For example, if the speed limit for heavy-haul trains is 80 km / h, a distance of 100m can be selected. The distance from the occurrence of a fault to the braking of the following train is calculated as follows: the communication interruption time with the preceding train is t (which can also be set to the time for three consecutive faults), the response time of the following train not receiving communication from the preceding train is t, and the time from the automatic safety protection system to the issuance of the braking command is t. The total time is t. When the speed of the following train is V km / h, the calculated distance from the occurrence of a fault to the braking of the following train is V / 3.6*t_total. The positioning error distance is a preset error distance. For example, if the maximum positioning error is 1m, the positioning error distance is 1*2=2m. The normal braking distance of the following train and the emergency braking distance of the preceding train (i.e., the unit train adjacent to the following train) can be calculated according to TB / T The calculations were performed according to the railway industry standard 1407.1-2018 "Train Traction Calculation Part 1: Locomotive-Trained Trains", and will not be described in detail here.

[0040] By taking into account various factors during braking, the final calculated minimum tracking distance is made more accurate. This maximizes the reduction of train tracking intervals while ensuring operational safety, thus guaranteeing the safety of unit trains in emergency situations under virtual formation mode.

[0041] In other embodiments, when the positioning device of the following train malfunctions, the following train issues a malfunction warning to the vehicle personnel and applies emergency braking.

[0042] Specifically, if the positioning device of the following train malfunctions, the positioning information will be incorrect or the positioning will be unable to be performed. At this time, the automatic safety protection system of the following train will have problems calculating the minimum tracking distance. Under these circumstances, the following train is prone to safety accidents. Therefore, a fault alarm will be issued on the display screen IDU (Intelligent Display Unit) of the following train and the train will be stopped using the common braking command.

[0043] The above-described operating procedures ensure the handling measures taken when the positioning device of the train malfunctions, thus guaranteeing the safety of train operation in the event of a positioning system failure.

[0044] In other embodiments, when the train's own vehicle-to-vehicle communication fails, the train disengages from the virtual formation, issues a fault warning to the vehicle personnel, applies emergency braking, reports to the ground control system via vehicle-to-ground communication, and then receives information from the ground control system for control.

[0045] Specifically, after establishing a virtual train formation, if the communication between the train and the following train fails, it will be unable to communicate with the lead train and will not be able to receive the control strategies and operating status of the preceding train. Therefore, the following train will report to the ground control system via vehicle-to-ground communication and receive the information sent by the ground control system to control the train, thereby ensuring the safety of the unit train operation.

[0046] In other embodiments, when the automatic safety protection system and / or cooperative automatic driving system of the following train itself malfunctions, the following train and other following trains located behind the following train in the virtual train formation automatically disengage from the virtual train formation, issue a malfunction warning to the vehicle personnel, apply emergency braking, and then take over manually.

[0047] In some embodiments, when a unit train communicates according to a communication transmission system, it employs a vehicle-level communication, train-level communication, and group-level communication network architecture.

[0048] Specifically, communication transmission systems can be classified into vehicle-level communication, train-level communication, and group-level communication. By transmitting signals through different time periods, the bandwidth requirements of trains and the power consumption of communication equipment can be greatly reduced.

[0049] In other embodiments, vehicle-level communication is specifically used for communication between the cooperative automatic driving system, automatic safety protection system and positioning system within the unit train; train-level communication is specifically used for communication between carriages within the unit train and between the unit train and the tail equipment; group-level communication is specifically used for communication between the ground control system and unit trains within the virtual formation.

[0050] Specifically, a unit train consists of carriages and cargo boxes. The carriages are divided into carriage A and carriage B. The tail equipment is a safety protection device installed on the coupler or lifting rod at the rear of the unit train, used to monitor the wind pressure and position at the rear of the train. Vehicle-level communication is used for equipment within the unit train, such as communication between the positioning system, automatic safety protection system and cooperative automatic driving system within the unit train. The communication cycle can be set to 20ms to ensure the high real-time performance of the locomotive's own control command transmission and meet the millisecond-level response requirements of the locomotive's single equipment operation control.

[0051] Train-level communication is specifically used for communication between A and B carriages of a unit train, and between the locomotive and the equipment at the end of the train. For example, the status data exchange between the locomotive and the equipment at the end of the train ensures the integrity detection of a single unit train, and the communication cycle can be set to 500ms; the communication cycle between A and B carriages of the locomotive is set to 100ms to solve the high-frequency problem of data transmission.

[0052] Group-level communication is specifically used for communication between the ground control system and the lead train and following trains, as well as between virtual formation unit trains. It also facilitates the exchange of train position, operating status, and formation / disassembly plan data between the lead train's automatic safety protection system and the ground control system, with a communication cycle set to 6 seconds. The synchronous and coordinated control communication cycle defined during the process of the lead train generating control strategies through algorithms and sending them to following trains is set to 5 seconds. The cycle for car-to-car communication between virtual formation unit trains is set to 300 ms.

[0053] By setting different communication cycles for different communication methods, information transmission can be carried out, thereby significantly reducing the bandwidth requirements of trains and the power consumption of communication equipment.

[0054] As shown in Figure 4, a train control and operation system based on virtual train formation includes: a train formation establishment module 101, used for multiple unit trains to be formed to transmit their vehicle data to a ground control system through their own communication transmission system; the ground control system generates virtual train formation information based on the vehicle data and transmits the virtual train formation information to each of the unit trains; the unit trains perform virtual train formation according to the virtual train formation information, wherein the unit train with the highest formation order in the virtual train formation information is defined as the lead train, and the other unit trains are follow trains; and a train formation operation module 102, used for the lead train to receive the driving conditions of the road ahead sent by the ground control system and... The lead train receives the operating status of all following trains through its own communication transmission system. Based on the information reception time of different following trains, the driving conditions, and the operating status, the lead train generates different control strategies through a control algorithm and sends them to all following trains. After receiving the control strategies, the following trains use their own cooperative automatic driving system to control the operation of the following trains according to the minimum tracking distance and the control strategies. The train formation ungrouping module 103 is used to send a command to the following trains to ungroup the virtual train formation after reaching the ungrouping position. Ungrouping begins from the lead train, and adjacent following trains are defined as lead trains. The ungrouping of all unit trains is completed in sequence.

[0055] This application establishes a virtual train formation scheme through a ground control system. The lead train generates different control strategies based on different following trains and sends them out separately. The following trains operate independently according to the safety protection distance and control strategy. With only the lead train maintaining communication with the ground, the collaborative control operation of the following trains is achieved through the communication transmission system. Finally, the entire process of automatic uncoupling is designed to achieve a closed loop, which significantly improves the line's transportation capacity. Furthermore, the collaborative control operation between the lead train and the following trains in the virtual formation improves the safe and stable operation of heavy-haul trains.

[0056] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0057] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0058] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A train control and operation method based on virtual formation, characterized in that, include: Multiple unit trains awaiting formation transmit their vehicle data to the ground control system via their own communication transmission system. The ground control system generates virtual formation information based on the vehicle data and transmits this information to each unit train. The unit trains then virtually form a formation based on this information. The unit train with the highest formation order in the virtual formation information is defined as the lead train, and the other unit trains are designated as follower trains. The lead train receives the road conditions ahead from the ground control system and receives the operating status of all follower trains through its own communication transmission system. Based on the information reception time, the road conditions, and the operating status of different follower trains, the lead train generates different control strategies using a control algorithm and sends them to all follower trains. Upon receiving the control strategies, the follower trains use their cooperative automatic driving system to control their operation based on the minimum tracking distance and the control strategies. Upon reaching the de-formation position, the lead train sends a command to the follower trains to disengage from the virtual formation. De-formation begins with the lead train, defining adjacent follower trains as lead trains, and the de-formation of all unit trains is completed sequentially.

2. The train control and operation method based on virtual formation according to claim 1, characterized in that, The communication transmission system includes: vehicle-to-vehicle communication and vehicle-to-ground communication; wherein, the vehicle-to-vehicle communication is used for communication between the lead train and the following train; and the vehicle-to-ground communication is used for communication between the ground control system, the lead train, and the following train.

3. The train control and operation method based on virtual formation according to claim 1, characterized in that, The virtual train formation information includes: the virtual formation sequence of the lead train and the following trains, the virtual formation running time, and the location for de-virtual formation.

4. The train control and operation method based on virtual formation according to claim 1, characterized in that, The minimum tracking distance is calculated using the following formula: ;in, The basic safety distance for safety protection between virtual train formation units; The distance from the occurrence of the malfunction to the braking of the following train; This is the positioning error distance; This refers to the commonly used braking distance of the following train; This is the emergency braking distance of the vehicle in front.

5. The train control and operation method based on virtual formation according to claim 2, characterized in that, When the positioning device of the following train malfunctions, the following train issues a malfunction warning to the vehicle personnel and applies emergency braking.

6. The train control and operation method based on virtual formation according to claim 2, characterized in that, When the train's own vehicle-to-vehicle communication fails, the train releases the virtual formation, issues a fault warning to the personnel, applies emergency braking, reports the incident to the ground control system via its own vehicle-to-ground communication, and then receives information from the ground control system for further control.

7. The train control and operation method based on virtual formation according to claim 2, characterized in that, When the automatic safety protection system and / or cooperative automatic driving system of the following train malfunctions, the following train and other following trains in the virtual train formation will automatically disengage from the virtual train formation, issue a malfunction warning to the vehicle personnel, apply emergency braking, and then be taken over manually.

8. The train control and operation method based on virtual formation according to claim 1, characterized in that, When the unit train communicates using the aforementioned communication transmission system, it employs a vehicle-level communication, train-level communication, and group-level communication network architecture.

9. The train control and operation method based on virtual formation according to claim 8, characterized in that, The vehicle-level communication is specifically used for communication between the cooperative automatic driving system, automatic safety protection system, and positioning system within the unit train; the train-level communication is specifically used for communication between carriages within the unit train and between the unit train and the tail equipment; the group-level communication is specifically used for communication between the ground control system and the unit trains within the virtual formation.

10. A train control and operation system based on virtual formation, characterized in that, include: The train formation module is used for multiple unit trains to be formed to transmit their own vehicle data to the ground control system through their own communication transmission system. The ground control system generates virtual formation information based on the vehicle data and transmits the virtual formation information to each of the unit trains. The unit trains are then virtually formed according to the virtual formation information. The unit train with the highest formation order in the virtual formation information is defined as the lead train, and the other unit trains are the follow trains. The train formation module is used for the lead train to receive the driving conditions of the road ahead from the ground control system and to receive the operating status of all following trains through its own communication transmission system. Based on the information reception time of different following trains, the driving conditions, and the operating status, the lead train generates different control strategies through a control algorithm and sends them to all following trains. After receiving the control strategies, the following trains use their own cooperative automatic driving system to control the operation of the following trains according to the minimum tracking distance and the control strategies. The train formation ungrouping module is used for the lead train to send a command to the following trains to ungroup after reaching the ungrouping position. Ungrouping begins from the lead train, and adjacent following trains are defined as lead trains. The ungrouping of all unit trains is completed in sequence.

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