Train control method and device and electronic equipment

Abstract

The invention provides a train control method and device and electronic equipment, and the method comprises the steps: obtaining the planned operation time of a front train from a turnout exit to a target parking point when the front train is driven out of the turnout exit in a marshalling interval; according to the planned operation time, the operation speed when the front vehicle drives out of the turnout exit, the position information of the turnout exit, the position information of the target parking point, the first acceleration and the second acceleration, the cruising speed and the constant-speed operation duration of the front vehicle are obtained; the first acceleration and the second acceleration are acceleration speeds of the front vehicle during accelerated operation and decelerated operation in the marshalling interval respectively; and according to the cruising speed, the constant-speed running duration, the first accelerated speed and the second accelerated speed, the front vehicle is controlled to run from the turnout exit to the target parking point. According to the method, the running curve of the front vehicle is dynamically planned based on the running diagram rigid constraint, so that dynamic marshalling control which not only meets the running diagram rigid time constraint, but also can ensure the running comfort is realized on an embedded hardware platform with limited computing power.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a train control method, device, and electronic equipment. Background Technology

[0002] With the continuous increase in urban rail transit capacity demand, Virtual Coupling (VC) technology has gradually become a research hotspot in train operation control systems due to its ability to dynamically adjust capacity based on real-time changes in passenger flow. Especially in complex scenarios such as Y-shaped lines where main lines and branch lines converge, two trains need to dynamically assemble during operation. In this process, the operational control strategy of the preceding train within the assembly section is crucial for ensuring assembly efficiency, maintaining the punctuality of the timetable, and improving the passenger experience.

[0003] Existing virtual train formation technologies typically focus on tracking and controlling the following train, while controlling the preceding train often involves keeping it operating at a fixed low speed to wait for the following train, or simply following a conventional single-train automatic driving strategy. In this control mode, the operation of the preceding train is primarily limited by the physical speed limits of the track or the fixed driving strategy of a single train. This can easily lead to significant deviations in the train's arrival time at the target stopping point from the planned time when operating within complex formation sections, disrupting the normal operation of the track and compromising the comfort of train travel. Summary of the Invention

[0004] This invention provides a train control method, device, and electronic equipment to address the shortcomings of existing technologies in dynamically assembled trains, which struggle to meet the constraints of timetables and ensure the comfort of train operation. It enables dynamic train assembly in complex scenarios to both meet timetable constraints and guarantee train operation comfort.

[0005] This invention provides a train control method, comprising: When the lead train in the virtual train leaves the turnout exit within the train section, the planned travel time of the lead train from the turnout exit to the target stopping point is obtained. Based on the planned running time, the running speed of the preceding vehicle when it exits the turnout, the location information of the turnout, the location information of the target stopping point, the first acceleration, and the second acceleration, the cruising speed and constant speed running time of the preceding vehicle are obtained; the first acceleration and the second acceleration are respectively the acceleration speed of the preceding vehicle when it accelerates and the acceleration speed when it decelerates within the train formation section. Based on the cruising speed, the constant speed running time, the first acceleration, and the second acceleration, the leading vehicle is controlled to travel from the turnout exit to the target parking point.

[0006] According to a train control method provided by the present invention, the step of obtaining the cruising speed and constant-speed running duration of the preceding train based on the planned running time, the running speed of the preceding train when it exits the switch exit, the position information of the switch exit, the position information of the target stopping point, a first acceleration, and a second acceleration includes: Based on the location information of the turnout exit and the location information of the target stopping point, calculate the distance the preceding train needs to travel within the train formation section; A kinematic model is constructed based on the distance to be traveled, the planned running time, the running speed, the first acceleration, and the second acceleration. The kinematic model is solved to obtain the cruising speed and the duration of uniform running.

[0007] According to a train control method provided by the present invention, the step of constructing a kinematic model based on the distance to be traveled, the planned travel time, the travel speed, the first acceleration, and the second acceleration includes: Based on the distance to be traveled, the operating speed, the first acceleration, the second acceleration, and the target distance, an identity model for the operating distance is constructed; the target distance is the distance traveled by the preceding vehicle after it stops at the target parking point while waiting for the following vehicles in the virtual formation to stop simultaneously. Based on the planned running time, the running speed, the first acceleration, the second acceleration, and the target running time, a running time identity model is constructed; the target running time is the travel time for the preceding vehicle to wait for the following vehicle to stop synchronously after the preceding vehicle stops at the target parking point. The kinematic model is constructed based on the distance identity model and the time identity model.

[0008] According to a train control method provided by the present invention, obtaining the planned travel time of the preceding train from the switch exit to the target stopping point includes: Based on the deviation between the arrival time of the preceding train at the first station and the arrival time of the following train in the virtual trainset at the second station, the original trainset's operating plan is adjusted to obtain the target operating plan; the first station is the station preceding the preceding train in the trainset section, and the second station is the station preceding the following train in the trainset section. The planned running time is obtained based on the first time and the second time in the target running map; the first time is the planned time for the preceding vehicle to run to the target parking point, and the second time is the planned time for the following vehicle to run to the target parking point.

[0009] According to a train control method provided by the present invention, obtaining the planned running time based on a first time and a second time in the target timetable includes: If, based on the second time, it is determined that the planned time of the following train has not changed before and after the adjustment of the original timetable, then the planned running time is obtained based on the first time and the third time, wherein the third time is the actual time when the preceding train runs to the turnout exit; If, based on the second time, it is determined that the planned time of the following vehicle has changed before and after the adjustment of the original timetable, then the planned running time is obtained based on the first time, the third time, and the deviation between the planned running time of the following vehicle before and after the adjustment of the original timetable.

[0010] According to a train control method provided by the present invention, the method further includes: According to a preset calculation cycle, the current position information and current running speed of the vehicle in front are obtained in real time. Update the remaining travel distance of the vehicle ahead based on the current location information and the location information of the target parking point; Based on the planned running time and the current running time of the preceding vehicle, obtain the remaining planned running time of the preceding vehicle; Based on the updated distance to be traveled, the remaining planned running time, the current running speed, the first acceleration, and the second acceleration, the cruising speed and constant speed running time of the preceding vehicle are updated again. Based on the updated cruise speed, the updated constant speed travel time, the first acceleration, and the second acceleration, the vehicle in front is controlled to continue traveling from its current position to the target parking point.

[0011] According to a train control method provided by the present invention, the method further includes: When the preceding train is in the turnout area within the train formation section, and the train formation section is the target line, the preceding train is controlled to travel at the maximum operating speed allowed in the turnout area until the preceding train exits the turnout exit; the target line is the line where the main line and the branch line meet.

[0012] According to a train control method provided by the present invention, the step of controlling the preceding train to travel from the turnout exit to the target stopping point based on the cruising speed, the constant speed running duration, the first acceleration, and the second acceleration includes: Based on the first acceleration, control the speed of the preceding vehicle as it exits the switch exit to accelerate to the cruising speed; When the vehicle in front accelerates to the cruising speed, control the vehicle in front to maintain the cruising speed at a constant speed; When the duration of constant speed operation of the preceding vehicle reaches the constant speed operation duration, the preceding vehicle is controlled to decelerate from the cruising speed to the target parking point according to the second acceleration.

[0013] The present invention also provides a train control device, comprising: The first acquisition unit is used to acquire the planned running time of the preceding vehicle from the turnout exit to the target parking point when the preceding vehicle in the virtual train leaves the turnout exit in the train section. The second acquisition unit is used to acquire the cruising speed and constant speed running time of the preceding vehicle based on the planned running time, the running speed of the preceding vehicle when it exits the turnout exit, the location information of the turnout exit, the location information of the target stopping point, the first acceleration and the second acceleration, respectively; the first acceleration and the second acceleration are the acceleration speed of the preceding vehicle when it accelerates and the acceleration speed when it decelerates within the train formation section. The control unit is used to control the preceding vehicle to travel from the turnout exit to the target parking point based on the cruise speed, the constant speed running time, the first acceleration, and the second acceleration.

[0014] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the train control method as described above.

[0015] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the train control method as described above.

[0016] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements any of the train control methods described above.

[0017] The train control method, device, and electronic equipment provided by this invention dynamically plans the running curve of the preceding train based on the rigid constraints of the timetable after the preceding train leaves the switch, ensuring that the preceding train arrives at the target platform precisely at the planned time. At the same time, it creates a time window for the following train to use a simplified model predictive control algorithm to achieve rapid tracking. Ultimately, the two trains complete a precise synchronous stop at the target stopping point. This enables dynamic train formation control that satisfies the rigid time constraints of the timetable and ensures running comfort on an embedded hardware platform with limited computing power. It is also applicable to complex scenarios such as Y-shaped lines where the main line and branch lines meet, thus improving the scope of application. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in this invention 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 some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a flowchart illustrating the train control method provided by the present invention.

[0020] Figure 2 This is one of the schematic diagrams of the line model for dynamic train formation provided by the present invention.

[0021] Figure 3 This is the second schematic diagram of the track model for dynamic train formation provided by the present invention.

[0022] Figure 4 This is one of the schematic diagrams of the planned operation curve for dynamic train formation provided by the present invention.

[0023] Figure 5 This is the second schematic diagram of the planned operation curve for dynamic train formation provided by the present invention.

[0024] Figure 6 This is the third schematic diagram of the planned operation curve for dynamic train formation provided by the present invention.

[0025] Figure 7 This is the fourth schematic diagram of the planned operation curve for dynamic train formation provided by the present invention.

[0026] Figure 8 This is a schematic diagram of the train control device provided by the present invention.

[0027] Figure 9 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0029] Figure 1 This is a flowchart illustrating the train control method provided by the present invention; as shown. Figure 1The train control method shown is mainly applied to virtual formation technology in the field of rail transit signal control, especially for the virtual formation dynamic formation establishment process based on the rigid constraints of the timetable.

[0030] One important and complex application scenario for virtual grouping technology is the Y-shaped route where the main line and branch lines converge. Figure 2 This is one of the schematic diagrams of the track model for dynamic train formation provided by the present invention; such as Figure 2 As shown, before the fork in a Y-shaped line (or when they are on different branch lines), the two trains are in a decoupled state and operate independently. When the two trains meet from two different directions (i.e., the main line and the branch line) and enter the same line, it is necessary to re-establish the dynamic formation to form a virtual formation. Compared with the decoupled process, the dynamic formation process involves the speed coordination and spacing control of the two trains, which has a particularly critical impact on the passenger experience (also known as comfort) and the punctuality rate of the system's timetable (also known as early or late arrivals).

[0031] Figure 3 This is the second schematic diagram of the track model for dynamic train formation provided by the present invention; as shown. Figure 3 As shown, the section between the leading and trailing trains before they reach station C ahead of the formation is called the dynamic formation section (also known as the formation section). Within this section, the leading and trailing trains need to complete a communication handshake, close the distance, and adjust their relative speeds, ultimately arriving at station C in a virtual formation state.

[0032] However, current virtual grouping and dynamic grouping creation technologies, especially in practical applications, have limitations. Figure 3 In the scenario shown, many unresolved issues remain, mainly in the following aspects: First, the lack of timetable constraints leads to delays: Existing dynamic train formation algorithms often do not use the planned points in the timetable as rigid constraints. This results in trains deviating significantly from their planned points after virtual formation (i.e., arriving early or late), thus affecting the normal operation of the entire line. For example, if the algorithm does not fully consider the impact of dynamic formation on the timetable, the preceding train may arrive at station C too early, requiring a long stop on the platform to wait for the following train to arrive before the formation can be completed. This not only occupies platform resources but also seriously affects the passenger travel experience.

[0033] Secondly, passenger comfort is poor: In existing dynamic train formation products, the leading train typically operates at a fixed low speed while waiting for the following train, accelerating only after the formation is complete. This control method results in significant speed fluctuations, noticeable longitudinal shocks to the train, and poor passenger comfort. Furthermore, the speed of the leading train during low-speed operation is often a constant value, failing to consider the differences between different dynamic formation sections and lacking flexibility.

[0034] Third, Y-shaped tracks have poor adaptability: In dynamic train formation sections of Y-shaped tracks, the preceding and following trains use different switch positions before merging. To avoid affecting the operation of the following train, the preceding train should run at the maximum permissible speed before leaving the switch area as quickly as possible, so that the following train can obtain the right to use the switch as soon as possible. However, existing technologies often do not provide special handling for this complex scenario, which can easily cause the preceding train to slow down in the switch area, obstructing the passage of the following train.

[0035] Fourth, insufficient robustness: Existing algorithms cannot effectively handle sudden speed limits or obstacles that appear in dynamic train formation sections. For example, when a temporary speed limit occurs between the turnout and station C, the speed limit will interfere with the normal travel curve of the preceding train, leading to train formation failure or safety risks.

[0036] Fifth, the risk of failing to complete the formation: Due to the lack of precise planning, there is a possibility that the following train may not be able to catch up with the preceding train in the formation section, thus failing to complete the dynamic formation before reaching Station C.

[0037] Sixth, the algorithms are highly complex and unsuitable for embedded systems: Many existing patents propose algorithms (such as complex optimization algorithms and nonlinear programming) with extremely high computational complexity and large computational resource requirements, which are incompatible with the limited computing power of current train-mounted embedded systems and make it difficult to implement in engineering.

[0038] To address the aforementioned problems, this application proposes a train control method.

[0039] It should be noted that the train control method provided in this application is mainly for virtual train formation scenarios. During dynamic train formation, the distance between the leading and trailing trains in the virtual formation decreases (for example, in a Y-shaped line where the main line and branch line meet, the two trains start to close the distance after running from opposite directions onto the same line). Compared to single-car control, in dynamic train formation sections, the leading train usually needs to appropriately reduce its speed to wait for the trailing train to catch up, while the trailing train should appropriately increase its speed to quickly reduce the distance to the leading train.

[0040] This process involves the coordinated control of two trains, the preceding and following trains. In a preferred embodiment of this application, the control of the following train can be achieved using a simplified model predictive control algorithm (S-MPC). S-MPC is a low-complexity real-time control method for virtually grouped trains. It calculates the target acceleration by periodically substituting the collected operating parameters of the preceding and following trains into an algebraic model, enabling the following train to safely and closely track the preceding train and achieve precise synchronous stopping. It possesses strong adaptability, automatically adjusting its control behavior to follow the driving behavior of the preceding train, closely tracking its movement while ensuring operational safety. Furthermore, combined with relevant synchronous stopping technology, the deviation in the stopping time of the two trains at the platform can be controlled to approximately one second.

[0041] Based on the above background, the main purpose of this application is to design a speed curve planning method for the preceding train, so as to ensure that the preceding train in the dynamic train formation section can reach the platform ahead of the formation (i.e., the target stopping point) at the time point specified in the timetable, so that the following train can use a simplified model predictive control algorithm to track the preceding train to the target stopping point within 1 second.

[0042] Specifically, the objectives of the preceding vehicle's calculation of the planning curve in this application mainly include the following three points: Rigid time constraints: Arrive at the platform ahead accurately according to the planned operating time to avoid being early or late; Adaptability: It can adapt to abnormal scenarios such as sudden speed limits and obstacles that appear in the train interval; Turnout area traffic efficiency: Before passing the turnout, the train should run at full speed and leave the turnout as soon as possible so as not to affect the use of the turnout by the following train.

[0043] Based on the above control principles, the train control method provided by the present invention will be described below with reference to specific embodiments.

[0044] like Figure 1 As shown, the method includes steps 110, 120 and 130.

[0045] Step 110: When the lead train in the virtual train group leaves the turnout exit within the train group section, obtain the planned running time of the lead train from the turnout exit to the target parking point.

[0046] Virtual train formation refers to a train formation in which two or more trains operate collaboratively with relatively small tracking intervals via car-to-car communication technology. In this application, it specifically refers to... Figure 2 The dynamic formation establishment process shown is the process by which two trains gradually close the distance during operation and establish communication and control coordination. In this embodiment, the virtual formation includes at least a leading train and a trailing train, where the leading train is the master train located at the front of the formation, and the trailing train is the slave train located behind the leading train and tracking it.

[0047] A train formation section refers to a pre-defined section of track used to dynamically establish virtual train formations, such as... Figure 3 As shown, in a Y-shaped track scenario, the train section typically covers the section from the meeting point of the two trains (such as the turnout entrance) to the next station (such as station C).

[0048] A turnout exit refers to the end point of the turnout area on the physical track. In a Y-shaped track, the preceding train needs to pass through the turnout area first. According to the technical concept of this application, when the preceding train passes through the turnout area, in order not to affect the following train's occupation of turnout resources, it usually adopts a fast passage strategy. Therefore, this embodiment selects the moment when the preceding train leaves the turnout exit within the train formation section as the trigger point for curve planning based on the rigid constraints of the train schedule. At this time, the preceding train has completed the turnout crossing and entered a straight or regular running section, and has the conditions to adjust its running speed to match the train schedule time.

[0049] The target stopping point refers to the location where the preceding train is planned to stop, usually the platform stopping point of the station ahead in the train section. For example, it could be... Figure 3 The C station platform in the system, or the preset virtual grouping completion and synchronous operation reference point.

[0050] Planned travel time refers to the time required for the preceding train to travel from its current position (i.e., the turnout exit) to the target stopping point, as stipulated in the train timetable (obtaining the timetable). This time is a rigid constraint value, usually calculated by the Automatic Train Supervision (ATS) system.

[0051] Traditional dynamic train formations typically use a fixed low speed for the lead car, which can easily lead to delays due to differences in train interval length or excessively low speed, or poor comfort due to large speed fluctuations. In this embodiment, the lead car does not simply wait at a low speed for the following car. Instead, when the lead car in the virtual train formation exits the turnout exit within the train interval, the planned travel time from the turnout exit to the target stopping point can be dynamically obtained through the ATS. This planned travel time is determined based on the rigid constraints of the train's timetable for reaching the target stopping point (such as platform C station), aiming to ensure that the lead car is neither late nor early, thereby meeting the requirements of the operating timetable and reducing unnecessary waiting time at the platform.

[0052] It should be noted that the planned operation time can be obtained from the original planned operation diagram designed for the virtual train formation, or it can be obtained from the planned operation diagram after the original planned operation diagram has been dynamically adjusted based on the punctuality and delay of the preceding and following trains. The specific time needs to be determined adaptively based on the punctuality and delay of the preceding and following trains.

[0053] Step 120: Based on the planned running time, the running speed of the preceding vehicle when it exits the turnout, the location information of the turnout, the location information of the target stopping point, the first acceleration, and the second acceleration, obtain the cruising speed and constant speed running time of the preceding vehicle; the first acceleration and the second acceleration are respectively the acceleration speed of the preceding vehicle when it accelerates and the acceleration speed when it decelerates within the train formation section.

[0054] Wherein, the first acceleration a1 refers to the acceleration value of the preceding vehicle during traction acceleration within the train formation section, which can be a value set in combination with the vehicle's maximum traction capacity and comfort limits; the second acceleration a3 refers to the acceleration value of the preceding vehicle during braking deceleration within the train formation section. Operating speed It is the actual instantaneous speed of the vehicle in front when it exits the turnout at time t.

[0055] Optionally, after obtaining the planned running time, this stage requires planning the running speed curve of the preceding train based on the planned time to ensure that it runs to the platform in front of the train (i.e., the target stopping point) within the planned time.

[0056] Specifically, when planning the speed curve of the preceding vehicle from the switch exit to the target stopping point, in order to ensure passenger comfort and avoid frequent acceleration and deceleration, the onboard controller can obtain the cruising speed of the preceding vehicle based on the planned travel time, the speed of the preceding vehicle when it exits the switch exit, the location information of the switch exit, the location information of the target stopping point, and the first and second accelerations. And the duration t2 during uniform motion.

[0057] During the planning process, the cruising speed of the preceding vehicle can be obtained by looking up a table based on the multi-dimensional correlation between the planned running time, the speed of the preceding vehicle when it exits the switch exit, the location information of the switch exit, the location information of the target stopping point, the first acceleration and the second acceleration, and the corresponding optimal cruising speed and constant speed duration. The constant-speed running time t2; or, based on the planned running time, the running speed of the preceding vehicle when it exits the switch exit, the location information of the switch exit, the location information of the target stopping point, the first acceleration and the second acceleration, a three-stage kinematic model of acceleration-constant speed-deceleration is dynamically constructed, so as to obtain the cruising speed in the intermediate stage by solving the kinematic model. The cruising speed can be maintained at a constant speed for a duration t2, or it can be obtained by gradually searching within the cruising speed range and the constant speed duration range using the planned running time, the speed of the preceding vehicle when it exits the switch exit, the location information of the switch exit, the location information of the target stopping point, and the first and second accelerations as search conditions. And the constant speed running time t2, etc., are not specifically limited in this embodiment. The appropriate method shall be selected according to the actual hardware conditions and performance requirements.

[0058] Step 130: Based on the cruising speed, the constant speed running time, the first acceleration, and the second acceleration, control the leading vehicle to travel from the switch exit to the target parking point.

[0059] Optionally, after calculating the cruising speed And after a constant speed running time t2, the vehicle controller can determine the cruise speed. The running speed curve is generated based on the uniform running time t2, so as to control the preceding vehicle to travel according to the planned running speed curve.

[0060] The method provided in this embodiment dynamically plans the running curve of the preceding train based on the rigid constraints of the train schedule after the preceding train leaves the switch, ensuring that the preceding train arrives at the target platform precisely at the planned time. At the same time, it creates a time window for the following train to use a simplified model predictive control algorithm to achieve rapid tracking. Ultimately, the two trains complete precise synchronous stopping at the target stopping point. This method achieves dynamic train formation control that satisfies the rigid time constraints of the train schedule while ensuring running comfort on an embedded hardware platform with limited computing power. It is also applicable to complex scenarios such as Y-shaped lines where the main line and branch lines meet, thus improving the scope of application.

[0061] In some embodiments, step 120 specifically includes: Step 121: Calculate the distance the preceding train needs to travel within the train formation section based on the location information of the turnout exit and the location information of the target stopping point.

[0062] Optionally, based on the location information of the turnout exit and the location information of the target stopping point, the distance between the target stopping point and the turnout exit is calculated to obtain the remaining travel distance D of the preceding train in the train formation section, which is also the remaining physical travel distance of the preceding train in the train formation section.

[0063] Step 122: Construct a kinematic model based on the distance to be traveled, the planned running time, the running speed, the first acceleration, and the second acceleration.

[0064] This kinematic model aims to describe the process of a vehicle traveling a distance D from its initial speed at the turnout exit, undergoing variable acceleration, and ultimately completing the planned journey within a time T. The model assumes the vehicle's trajectory consists of three main phases: acceleration, constant speed (or cruising), and deceleration. Its input parameters include boundary constraints, initial state, and vehicle performance parameters. The boundary constraints are constructed using the distance D and the planned journey time. The initial state includes the initial speed of the vehicle at the turnout exit. Location information; vehicle performance parameters include first acceleration a1, second acceleration a3, and the variable to be solved is cruising speed. And the duration t2 during uniform motion.

[0065] Step 123: Solve the kinematic model to obtain the cruising speed and the uniform running time.

[0066] Optionally, after constructing the kinematic model, the variables to be solved in the kinematic model can be solved to obtain the cruising speed. And the duration t2 during uniform motion.

[0067] The method provided in this embodiment transforms complex train driving strategies into a standard kinematic model problem, making the control algorithm deterministic and reproducible. Moreover, this method does not rely on high-performance neural networks or complex iterative searches, and can run in real time in an embedded vehicle controller with minimal computing resources, thus meeting the real-time requirements of industrial-grade control systems.

[0068] In some embodiments, step 122 specifically includes: Based on the distance to be traveled, the operating speed, the first acceleration, the second acceleration, and the target distance, an identity model for the operating distance is constructed; the target distance is the distance traveled by the preceding vehicle after it stops at the target parking point while waiting for the following vehicles in the virtual formation to stop simultaneously. Based on the planned running time, the running speed, the first acceleration, the second acceleration, and the target running time, a running time identity model is constructed; the target running time is the travel time for the preceding vehicle to wait for the following vehicle to stop synchronously after the preceding vehicle stops at the target parking point. The kinematic model is constructed based on the distance identity model and the time identity model.

[0069] Figure 4 This is one of the schematic diagrams of the planned operation curve for dynamic train formation provided by the present invention; such as Figure 4 As shown, for the construction of the kinematic model, the operation process of the car can be divided into three stages: acceleration stage, constant speed stage and deceleration stage. Through the operation model of the three stages, the constant running distance model and the constant running time model can be constructed, thus obtaining the kinematic model.

[0070] The operation of the preceding vehicle is divided into four consecutive stages: The acceleration phase (also known as the t1 phase) is the speed of the preceding train as it exits the switch exit. It gradually accelerates to the speed to be solved (also known as the cruising speed) according to the first acceleration a1. The process, the distance traveled during this stage The running time of this stage ; The constant speed phase (also known as the t2 phase) is when the vehicle in front maintains a constant cruising speed. The process, the distance traveled during this stage t2 is the time to be solved, which is the duration of uniform motion. The first deceleration phase (also known as phase 3) is when the vehicle in front decelerates from a constant cruising speed. During the phase of gradual deceleration according to the second acceleration a3, the distance traveled during this phase is... Travel time during this phase ; The second deceleration phase (also known as the t0 phase) is the virtual train formation synchronous stopping phase. The travel distance d0 in this phase is the travel distance of the preceding train after it stops at the target stopping point while waiting for the following train to stop synchronously. The travel time t0 in this phase is the travel time of the preceding train after it stops at the target stopping point while waiting for the following train to stop synchronously. It can be pre-planned based on the train schedule and the running records of the preceding and following trains.

[0071] Furthermore, by combining the time calculation formulas for each stage with the constant equation for planned running time T=t1+t2+t3+t0, a simplified running time identity model can be obtained, with the specific calculation formula as follows: ; Furthermore, by combining the distance calculation formulas for each stage with the constant equation for the distance to be traveled, D=d1+d2+d3+d0, a simplified identity model for the travel distance can be obtained. The specific calculation formula is as follows: ; Furthermore, by simultaneously establishing the time identity model and the distance identity model, the kinematic model can be obtained, and the specific calculation formula is as follows: ; in, Let be the cruising speed of the vehicle in front, which is the variable to be solved, also known as the speed to be solved; The speed of the preceding train when it exits the turnout (also known as the initial speed at the time of calculation) is calculated based on the actual operating parameters of the preceding train and is a known variable. The acceleration speed of the preceding train when it accelerates within the train formation section, also known as the first acceleration, can be pre-planned and is a known variable; Let be the duration of the uniform speed travel planned for the preceding vehicle, and be the intermediate quantity to be solved. The acceleration speed of the preceding train when it decelerates within the train formation section, also known as the second acceleration, can be pre-planned and is a known variable; The distance traveled by the preceding vehicle to stop at the target parking point while waiting for the following vehicle to stop simultaneously is a known variable, which is pre-planned. The travel time for the preceding vehicle to stop at the target parking point and wait for the following vehicle to stop simultaneously is a known variable, which is pre-planned. The planned running time of the preceding train received by the ATS is a known variable.

[0072] By solving the above system of equations, the unique cruise speed that satisfies the rigid constraints of the flight chart can be obtained. And the corresponding constant speed running time t2, and then accurately plan the running speed curve, that is, the running speed curve with three stages of acceleration-constant speed-deceleration is determined as the planning curve of the preceding vehicle, and the preceding vehicle can meet the planned running time requirements by driving according to this curve.

[0073] The method provided in this implementation determines the kinematic model by constructing a runtime identity model and a runtime identity model. The kinematic model is then used to plan the precise running speed curve of the preceding train. This not only solves the punctuality problem in the main line operation phase, but also cleverly integrates with the synchronous stopping process unique to virtual train formations to achieve data flow. This ensures that the preceding train reserves precise spatiotemporal resources for subsequent micro-synchronous control at the macro-planning level, avoiding conflicts between different control phases and greatly improving the feasibility and robustness of the algorithm in engineering applications.

[0074] In some embodiments, step 110 specifically includes: Step 111: Based on the deviation between the arrival time of the preceding train at the first station and the arrival time of the following train in the virtual trainset at the second station, adjust the original running map of the virtual trainset to obtain the target running map; the first station is the station corresponding to the preceding train that is located in the trainset section, and the second station is the station corresponding to the following train that is located in the trainset section.

[0075] Figure 5 This is the second schematic diagram of the planned operation curve for dynamic train formation provided by the present invention.

[0076] It should be noted that before the two trains arrive at the dynamic formation section, delays may occur due to various reasons. In this case, the ATS will adjust the timetable according to the deviation. However, dynamic formation has limitations on the departure time deviation of the two trains from the station preceding the dynamic formation section, specifically as follows: Figure 5The magnitude of Δt is a boundary limit for the running time between the two trains. If Δt is too large or too small, it may exceed the control boundary of the two trains. Adjusting the operation plan of the main line or branch line will affect this time deviation. Therefore, it is necessary to take this into account when adjusting the timetable to ensure that the value of Δt is within a certain range and meets the time difference requirements for dynamic formation of the two trains.

[0077] Therefore, before dynamic train formation begins, if the preceding train is at the first station and the following train is at the second station, the ATS monitors the arrival times of both trains in real time. If the arrival time deviation between the two trains exceeds the physical boundary allowed by the virtual train formation, the ATS will adjust the original train schedule. The adjustment strategy includes adjusting the departure time and dwell time of the preceding or following train to generate a target train schedule that meets the dynamic train formation constraints (i.e., the arrival time deviation between the two trains is within the physical boundary allowed by the virtual train formation).

[0078] Step 112: Obtain the planned running time based on the first time and the second time in the target running map; the first time is the planned time for the preceding vehicle to run to the target parking point, and the second time is the planned time for the following vehicle to run to the target parking point.

[0079] Optionally, after obtaining the target operation diagram, the original planned operation time of the preceding train can be adjusted based on the first and second times in the target operation diagram to obtain the current planned operation time. This adjustment can be dynamically determined based on the changes in the operation plans of the preceding and following trains before and after the adjustment, using a corresponding adjustment strategy to adjust the original planned operation time of the preceding train to obtain the current planned operation time. The adjustment strategy here includes directly obtaining the time based on the first time and the actual time the preceding train reaches the turnout exit, or obtaining the time based on the first time, the actual time the preceding train reaches the turnout exit, and the deviation of the following train's planned operation time before and after adjustment, etc. This embodiment does not specifically limit this.

[0080] The method provided in this embodiment combines control strategies with global scheduling at the ATS layer. By pre-adjusting the timetable before entering the formation section, it ensures that subsequent dynamic formation tasks are carried out within the feasible domain, avoiding situations where the onboard control system cannot complete the formation task due to excessive initial deviations, thus improving the overall reliability of train control.

[0081] In some embodiments, step 112 specifically includes: If, based on the second time, it is determined that the planned time of the following train has not changed before and after the adjustment of the original timetable, then the planned running time is obtained based on the first time and the third time, wherein the third time is the actual time when the preceding train runs to the turnout exit; If, based on the second time, it is determined that the planned time of the following vehicle has changed before and after the adjustment of the original timetable, then the planned running time is obtained based on the first time, the third time, and the deviation between the planned running time of the following vehicle before and after the adjustment of the original timetable.

[0082] Optionally, the calculation method for the planned running time specifically includes the following: if, based on the second time, it is determined that the planned time of the following train has not changed before and after the adjustment of the original timetable, it indicates that the current state of the following train meets the expectations of the target timetable. In this case, the planned running time of the preceding train depends only on its own operating requirements; the specific formula for calculating the planned running time of the preceding train is: Planned running time = First time - Third time.

[0083] Furthermore, based on the second time, if it is determined that the planned time of the following train has changed before and after the original timetable adjustment—for example, if the following train is delayed or arrives earlier after the plan is adjusted—the preceding train needs to proactively adapt to the changes of the following train in order to ensure successful formation at the target stopping point. In this case, the specific formula for calculating the planned running time of the preceding train is: Planned running time = First time - Third time + Deviation value; where the deviation value is the difference between the planned running time of the following train before and after the original timetable adjustment, i.e., the delay or arrival time of the following train. If the following train is delayed (i.e., the deviation value is positive), the planned running time of the preceding train increases, and the preceding train will plan a lower speed to wait for the following train; if the following train arrives earlier (i.e., the deviation value is negative), the planned running time of the preceding train decreases, and the preceding train will plan a higher speed to catch up with the schedule.

[0084] The method provided in this embodiment enables adaptive coordination between the leading vehicle and the following vehicle. The leading vehicle no longer drives in isolation according to the map, but incorporates the real-time interference of the following vehicle into its own control objectives. This dynamic adjustment mechanism can significantly reduce the risk of formation failure caused by temporary anomalies of the following vehicle, ensuring that the two vehicles reach the target stopping point within the smallest possible time difference.

[0085] In some embodiments, the method further includes: According to a preset calculation cycle, the current position information and current running speed of the vehicle in front are obtained in real time. Update the remaining travel distance of the vehicle ahead based on the current location information and the location information of the target parking point; Based on the planned running time and the current running time of the preceding vehicle, obtain the remaining planned running time of the preceding vehicle; Based on the updated distance to be traveled, the remaining planned running time, the current running speed, the first acceleration, and the second acceleration, the cruising speed and constant speed running time of the preceding vehicle are updated again. Based on the updated cruise speed, the updated constant speed travel time, the first acceleration, and the second acceleration, the vehicle in front is controlled to continue traveling from its current position to the target parking point.

[0086] It should be noted that deviations may occur during the process of the vehicle in front following the planned curve, and the sudden appearance of obstacles such as speed limits ahead can also cause significant deviations between the vehicle in front and the planned curve. To ensure that the vehicle in front can adjust in a timely manner after deviations occur, it is necessary to follow... Figure 1 The steps shown involve periodically calculating a new planning curve, which means periodically collecting the current position information and current speed of the vehicle in front. Based on the current position information and the target parking point's position information, the distance between the current position and the target parking point is calculated to obtain the updated travel distance of the vehicle in front. Then, based on the difference between the planned travel time and the current travel time of the vehicle in front, the remaining planned travel time of the vehicle in front is updated. Using the updated travel distance, remaining planned travel time, current speed, first acceleration, and second acceleration, the parameters in the kinematic model are updated again. Solving the updated kinematic model yields the updated cruising speed and the updated constant speed travel duration. By updating the vehicle's speed curve using the updated cruising speed, updated constant speed travel duration, first acceleration, and second acceleration, the vehicle in front can be effectively controlled to reach the target parking point within the planned travel time.

[0087] Figure 6 This is the third schematic diagram of the planned operation curve for dynamic train formation provided by the present invention.

[0088] because Figure 1 The steps shown involve very little computation for solving the planning curve, so periodic calculations will not affect the equipment's computing power. For example... Figure 6 As shown, when a train cannot be controlled according to the planned curve due to a lower temporary speed limit, the planned speed after leaving the speed limit area will be automatically adjusted, that is, the planned speed will be higher to ensure that the overall running time of the preceding train meets the running plan time requirements.

[0089] The method provided in this embodiment offers strong robustness and correction capabilities. Compared to traditional static planning, which fails when encountering disturbances, the method provided in this embodiment, through periodic recalculation, ensures that the preceding vehicle can automatically correct its trajectory regardless of any speed fluctuations that occur along the way, as long as physical conditions permit, effectively ensuring that the overall running time of the preceding vehicle meets the time requirements of the running plan.

[0090] In some embodiments, the method further includes: When the preceding train is in the turnout area within the train formation section, and the train formation section is the target line, the preceding train is controlled to travel at the maximum operating speed allowed in the turnout area until the preceding train exits the turnout exit; the target line is the line where the main line and the branch line meet.

[0091] The target route specifically refers to, for example Figure 2 The Y-shaped route shown is where the main line and branch line meet.

[0092] Figure 7 This is the fourth schematic diagram of the planned operation curve for dynamic train formation provided by this invention; as shown... Figure 7 As shown, in the scenario of Y-shaped track operation, the two trains need to pass through the turnout's fixed and reverse positions sequentially. The following train can only turn the turnout after the preceding train has left it. Therefore, to avoid affecting the following train's operation, when it is detected that the preceding train has not completely left the turnout section, the time-based control is not implemented. Instead, the preceding train is forced to leave the turnout as quickly as possible at the maximum permissible speed. Once the preceding train is detected to have exited the turnout exit, the control immediately switches to the time-based control mode (i.e.,...). Figure 1 The control flow shown is used to control train operation based on the speed curve formed by the cruise speed and constant speed running time planned under this control mode.

[0093] Since the trains ahead and behind share the turnout resources, the train ahead must leave the turnout as soon as possible before the train behind can obtain the right to use the turnout. Therefore, the method provided in this embodiment minimizes the turnout occupation time and prevents the train behind from being forced to stop in front of the turnout because the turnout is not unlocked, thereby ensuring the continuity of the entire train formation process and the efficiency of the line passage.

[0094] In some embodiments, step 130 specifically includes: The step of controlling the preceding vehicle to travel from the switch exit to the target parking point based on the cruising speed, the constant speed running time, the first acceleration, and the second acceleration includes: Based on the first acceleration, control the speed of the preceding vehicle as it exits the switch exit to accelerate to the cruising speed; When the vehicle in front accelerates to the cruising speed, control the vehicle in front to maintain the cruising speed at a constant speed; When the duration of constant speed operation of the preceding vehicle reaches the constant speed operation duration, the preceding vehicle is controlled to decelerate from the cruising speed to the target parking point according to the second acceleration.

[0095] like Figure 4As shown, during the acceleration phase (i.e., phase t1), the preceding vehicle can be controlled to accelerate at the first acceleration a1. The vehicle speed is monitored in real time, and the speed v of the preceding vehicle as it exits the switch is smoothly increased until it reaches the calculated cruising speed. It enters the uniform speed stage.

[0096] During the uniform velocity phase (i.e., phase t2): when the velocity reaches... At the same time, adjust the traction or braking force to control the vehicle in front to maintain the cruising speed. The system operates at a constant speed. Simultaneously, an internal timer is started. When the duration of the constant speed operation reaches the calculated constant speed operation time t2, the system enters the precise stopping phase (i.e., the t2 and t0 phases).

[0097] During the precise parking phase (i.e., phases t2 and t0), when the constant speed timer ends, a command is sent to the braking system to control the vehicle ahead from the cruising speed according to the second acceleration a3. The train begins to decelerate, and this deceleration process continues until it reaches the target stopping point. It should be noted that during the operation control of the preceding train, a simplified model predictive control algorithm can be used to continuously close the distance to the preceding train, ultimately completing the dynamic grouping and parking of the two trains at the station, so that the parking time deviation between the two platforms is about 1 second.

[0098] The method provided in this embodiment avoids frequent traction / braking switching through a dynamic speed regulation operation mode of acceleration-uniform speed-deceleration. This not only saves energy but also ensures smooth train operation, significantly improving passenger comfort and reducing the actual difficulty of train operation.

[0099] In summary, the core advantage of the method provided in this application lies in: First, rigid time constraints: strictly follow the timetable and ensure trains arrive on schedule through reverse calculation, thus solving the problem of early arrivals and late departures.

[0100] Low computational complexity: The proposed algorithm can run in real time on embedded hardware platforms with limited computing power, replacing complex iterative optimization by solving a system of algebraic equations.

[0101] Y-shaped line adaptation: A strategy of full speed in the turnout area + dynamic planning after the turnout is designed for Y-shaped lines, which expands the application scenarios of virtual train formation.

[0102] High robustness and comfort: Even when obstacles such as temporary speed limits appear in dynamic train formation sections, the algorithm can automatically adjust the planned curve and ensure the comfort of train operation through smooth acceleration and deceleration control.

[0103] The train control device provided by the present invention is described below. The train control device described below and the train control method described above can be referred to in correspondence.

[0104] Figure 8 This is a schematic diagram of the train control device provided by the present invention; as shown. Figure 8 As shown, the device includes: The first acquisition unit 810 is used to acquire the planned running time of the preceding vehicle from the turnout exit to the target parking point when the preceding vehicle in the virtual train leaves the turnout exit in the train section. The second acquisition unit 820 is used to acquire the cruising speed and constant speed running time of the preceding vehicle based on the planned running time, the running speed of the preceding vehicle when it exits the turnout exit, the location information of the turnout exit, the location information of the target stopping point, the first acceleration and the second acceleration; the first acceleration and the second acceleration are respectively the acceleration speed of the preceding vehicle when it accelerates and the acceleration speed when it decelerates within the train formation section. The control unit 830 is used to control the preceding vehicle to travel from the turnout exit to the target parking point based on the cruise speed, the constant speed running time, the first acceleration, and the second acceleration.

[0105] The device provided in this embodiment solves the problems of low operating efficiency, poor comfort, and easy delays caused by the fixed low speed of the preceding train in the prior art by using the planned running time of the operation diagram as a rigid constraint and dynamically planning the driving strategy of the preceding train. It effectively ensures that the preceding train will not arrive at the platform too early, resulting in excessive waiting time, nor will it be late and affect the operation of the following train. Thus, it ensures that dynamic grouping control can meet the rigid time constraints of the operation diagram and ensure the comfort of operation on the embedded hardware platform with limited computing power, maintain the stability of the line operation order, and improve the applicability.

[0106] The apparatus provided by the present invention is used to execute the above-described method embodiments. For specific processes and details, please refer to the above embodiments, which will not be repeated here.

[0107] Figure 9 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 9As shown, the electronic device may include: a processor 910, a communications interface 920, a memory 930, and a communications bus 940, wherein the processor 910, the communications interface 920, and the memory 930 communicate with each other through the communications bus 940. The processor 910 can call logic instructions in the memory 930 to execute a train control method, the method comprising: when the preceding train in the virtual train formation exits the turnout exit within the train formation section, acquiring the planned travel time of the preceding train from the turnout exit to the target stopping point; acquiring the cruising speed and constant speed travel duration of the preceding train based on the planned travel time, the running speed of the preceding train when it exits the turnout exit, the position information of the turnout exit, the position information of the target stopping point, a first acceleration, and a second acceleration; the first acceleration and the second acceleration being the acceleration speed of the preceding train during acceleration and the acceleration speed during deceleration within the train formation section, respectively; and controlling the preceding train to travel from the turnout exit to the target stopping point based on the cruising speed, the constant speed travel duration, the first acceleration, and the second acceleration.

[0108] Furthermore, the logical instructions in the aforementioned memory 930 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0109] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train control method provided by the above methods. The method includes: when the preceding train in a virtual trainset leaves the turnout exit within the trainset section, obtaining the planned travel time of the preceding train from the turnout exit to the target stopping point; obtaining the cruising speed and constant speed travel duration of the preceding train based on the planned travel time, the running speed of the preceding train when it leaves the turnout exit, the position information of the turnout exit, the position information of the target stopping point, a first acceleration, and a second acceleration; the first acceleration and the second acceleration are respectively the acceleration speed of the preceding train during acceleration and the acceleration speed during deceleration within the trainset section; and controlling the preceding train to travel from the turnout exit to the target stopping point based on the cruising speed, the constant speed travel duration, the first acceleration, and the second acceleration.

[0110] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, is implemented to perform the train control methods provided by the above methods. The method includes: when a preceding train in a virtual trainset exits a turnout exit within the trainset section, acquiring the planned travel time of the preceding train from the turnout exit to a target stopping point; acquiring the cruising speed and constant-speed travel duration of the preceding train based on the planned travel time, the travel speed of the preceding train when it exits the turnout exit, the position information of the turnout exit, the position information of the target stopping point, a first acceleration, and a second acceleration; the first acceleration and the second acceleration being respectively the acceleration speed of the preceding train during acceleration and the acceleration speed during deceleration within the trainset section; and controlling the preceding train to travel from the turnout exit to the target stopping point based on the cruising speed, the constant-speed travel duration, the first acceleration, and the second acceleration.

[0111] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0112] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0113] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train control method, characterized in that, include: When the lead train in the virtual train leaves the turnout exit within the train section, the planned travel time of the lead train from the turnout exit to the target stopping point is obtained. Based on the planned running time, the running speed of the preceding vehicle when it exits the turnout, the location information of the turnout, the location information of the target stopping point, the first acceleration, and the second acceleration, the cruising speed and constant speed running time of the preceding vehicle are obtained; the first acceleration and the second acceleration are respectively the acceleration speed of the preceding vehicle when it accelerates and the acceleration speed when it decelerates within the train formation section. Based on the cruising speed, the constant speed running time, the first acceleration, and the second acceleration, the leading vehicle is controlled to travel from the turnout exit to the target parking point.

2. The train control method according to claim 1, characterized in that, The step of obtaining the cruising speed and constant-speed running time of the preceding vehicle based on the planned running time, the running speed of the preceding vehicle when it exits the switch exit, the location information of the switch exit, the location information of the target stopping point, the first acceleration, and the second acceleration includes: Based on the location information of the turnout exit and the location information of the target stopping point, calculate the distance the preceding train needs to travel within the train formation section; A kinematic model is constructed based on the distance to be traveled, the planned running time, the running speed, the first acceleration, and the second acceleration. The kinematic model is solved to obtain the cruising speed and the duration of uniform running.

3. The train control method according to claim 2, characterized in that, The step of constructing a kinematic model based on the distance to be traveled, the planned running time, the running speed, the first acceleration, and the second acceleration includes: Based on the distance to be traveled, the operating speed, the first acceleration, the second acceleration, and the target distance, an identity model for the operating distance is constructed; the target distance is the distance traveled by the preceding vehicle after it stops at the target parking point while waiting for the following vehicles in the virtual formation to stop simultaneously. Based on the planned running time, the running speed, the first acceleration, the second acceleration, and the target running time, a running time identity model is constructed; the target running time is the travel time for the preceding vehicle to wait for the following vehicle to stop synchronously after the preceding vehicle stops at the target parking point. The kinematic model is constructed based on the distance identity model and the time identity model.

4. The train control method according to any one of claims 1-3, characterized in that, The step of obtaining the planned travel time of the preceding vehicle from the switch exit to the target stopping point includes: Based on the deviation between the arrival time of the preceding train at the first station and the arrival time of the following train in the virtual trainset at the second station, the original trainset's operating plan is adjusted to obtain the target operating plan; the first station is the station preceding the preceding train in the trainset section, and the second station is the station preceding the following train in the trainset section. The planned running time is obtained based on the first time and the second time in the target running map; the first time is the planned time for the preceding vehicle to run to the target parking point, and the second time is the planned time for the following vehicle to run to the target parking point.

5. The train control method according to claim 4, characterized in that, The step of obtaining the planned running time based on the first and second times in the target running chart includes: If, based on the second time, it is determined that the planned time of the following train has not changed before and after the adjustment of the original timetable, then the planned running time is obtained based on the first time and the third time, wherein the third time is the actual time when the preceding train runs to the turnout exit; If, based on the second time, it is determined that the planned time of the following vehicle has changed before and after the adjustment of the original timetable, then the planned running time is obtained based on the first time, the third time, and the deviation between the planned running time of the following vehicle before and after the adjustment of the original timetable.

6. The train control method according to any one of claims 1-3, characterized in that, The method further includes: According to a preset calculation cycle, the current position information and current running speed of the vehicle in front are obtained in real time. Update the remaining travel distance of the vehicle ahead based on the current location information and the location information of the target parking point; Based on the planned running time and the current running time of the preceding vehicle, obtain the remaining planned running time of the preceding vehicle; Based on the updated distance to be traveled, the remaining planned running time, the current running speed, the first acceleration, and the second acceleration, the cruising speed and constant speed running time of the preceding vehicle are updated again. Based on the updated cruise speed, the updated constant speed travel time, the first acceleration, and the second acceleration, the vehicle in front is controlled to continue traveling from its current position to the target parking point.

7. The train control method according to any one of claims 1-3, characterized in that, The method further includes: When the preceding train is in the turnout area within the train formation section, and the train formation section is the target line, the preceding train is controlled to travel at the maximum operating speed allowed in the turnout area until the preceding train exits the turnout exit; the target line is the line where the main line and the branch line meet.

8. The train control method according to any one of claims 1-3, characterized in that, The step of controlling the preceding vehicle to travel from the switch exit to the target parking point based on the cruising speed, the constant speed running time, the first acceleration, and the second acceleration includes: Based on the first acceleration, control the speed of the preceding vehicle as it exits the switch exit to accelerate to the cruising speed; When the vehicle in front accelerates to the cruising speed, control the vehicle in front to maintain the cruising speed at a constant speed; When the duration of constant speed operation of the preceding vehicle reaches the constant speed operation duration, the preceding vehicle is controlled to decelerate from the cruising speed to the target parking point according to the second acceleration.

9. A train control device, characterized in that, include: The first acquisition unit is used to acquire the planned running time of the preceding vehicle from the turnout exit to the target parking point when the preceding vehicle in the virtual train leaves the turnout exit in the train section. The second acquisition unit is used to acquire the cruising speed and constant speed running time of the preceding vehicle based on the planned running time, the running speed of the preceding vehicle when it exits the turnout exit, the location information of the turnout exit, the location information of the target stopping point, the first acceleration and the second acceleration, respectively; the first acceleration and the second acceleration are the acceleration speed of the preceding vehicle when it accelerates and the acceleration speed when it decelerates within the train formation section. The control unit is used to control the preceding vehicle to travel from the turnout exit to the target parking point based on the cruise speed, the constant speed running time, the first acceleration, and the second acceleration.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the train control method as described in any one of claims 1 to 8.

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