A control method and system for virtual marshalling trains

Abstract

This application relates to the field of rail transit, specifically a control method and system for virtual train formation. The method includes: determining whether multiple trains meet virtual formation conditions; virtually forming trains that meet the conditions; selecting one train as the master train and the remaining trains as slave trains; acquiring train parameters of the master train and the slave trains; calculating braking correction parameters for each slave train based on these parameters; and controlling the virtual train formation to brake according to braking commands and the braking correction parameters. This application solves the problem of low driving safety performance caused by inconsistent braking in virtual train formations by comprehensively considering the braking capabilities of each train in the virtual formation and coordinating their braking together.

Description

Technical Field

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

[0002] To improve the transport capacity and throughput efficiency of heavy-haul railways, mechanical coupling is usually used to increase the length of the train sets and the traction tonnage.

[0003] Traditional trains are constrained by factors such as station track length, coupler strength, and longitudinal impulse, and their train formation length and traction tonnage are already close to their limits. To further improve railway transport capacity, existing technologies typically virtually assemble heavy-haul trains that are not mechanically coupled, have unconnected train tubes, and whose braking systems are physically independent, and then control their operation in a unified manner.

[0004] However, the number of cars, load, braking rate, and brake shoe wear conditions of each train in a virtual train formation are different, which leads to inconsistent actual deceleration of each train under the same braking command. The distance between cars is abnormally widened or compressed, producing a longitudinal impulse effect similar to the hook or top hook of a mechanically coupled train, which poses a risk of rear-end collision and results in low driving safety performance. Summary of the Invention

[0005] This application provides a control method and system for virtual train formations, which at least solves the problem of low driving safety performance caused by inconsistent braking of virtual train formations in related technologies.

[0006] In a first aspect, embodiments of this application provide a control method for virtual train formations, including: Determine whether multiple trains meet the virtual formation conditions, and virtually form trains that meet the virtual formation conditions. Select one train from the virtual formation trains as the master train and the rest as slave trains. The train parameters of the master train and the train parameters of the slave train are obtained, and the braking correction parameters corresponding to each slave train are calculated based on the train parameters of the master train and the train parameters of the slave train. The virtual train formation is controlled to brake according to the braking command and the braking correction parameters.

[0007] In some embodiments, calculating the braking correction parameters corresponding to each slave train based on the train parameters of the master train and the train parameters of the slave train includes: The total braking force and the formation weight in the train parameters of any of the slave-controlled trains are compared to obtain a first ratio; The total braking force and the formation weight in the train parameters of the main control train are compared to obtain a second ratio; By comparing the first ratio and the second ratio, the braking correction parameter corresponding to the slave-controlled train is obtained.

[0008] In some embodiments, controlling the virtual train formation to brake according to the braking command and the braking correction parameters includes: Multiply the braking command by the braking correction parameter corresponding to any of the slave trains to obtain the target pressure of the brake cylinder of the slave train; Each of the slave trains performs braking according to the target pressure of its corresponding brake cylinder.

[0009] In some embodiments, the control method further includes: Using the direction of travel of the virtual train formation as the front, obtain the inter-vehicle distance between any of the slave trains and its adjacent virtual train formation ahead; When the workshop distance exceeds a preset distance threshold, the braking adjustment amount of the slave-controlled train is set based on the workshop distance; The brake adjustment amount and the brake command are added together to obtain the adjusted brake command; The adjusted braking command is multiplied by the braking correction parameter corresponding to the slave train to obtain the adjusted target pressure of the brake cylinder of the slave train; The adjusted target pressure of the brake cylinder of the slave train is used to control the slave train to perform braking.

[0010] In some embodiments, the control method further includes: Set the instruction delay compensation value for each slave train; After obtaining the target pressure of the brake cylinder, the execution time of braking for each slave train is determined based on the command delay compensation value; Each of the slave trains performs braking according to its corresponding execution time.

[0011] In some embodiments, determining whether multiple trains meet the virtual formation conditions includes: Obtain the deceleration and brake cylinder pressure of each of the slave trains; Calculate the deviation between the deceleration of each slave train and a preset deceleration determination threshold; Based on the brake cylinder pressure of each slave train and a preset brake cylinder pressure determination threshold, the available braking percentage of each slave train is calculated. Determine whether the deviation of any of the slave trains is less than or equal to the deviation determination threshold, and determine whether the available braking percentage of the slave train is greater than or equal to the percentage determination threshold. If both determinations are yes, then the slave train is determined to meet the virtual formation conditions; otherwise, it is not.

[0012] In some embodiments, after virtually grouping trains that meet the virtual grouping conditions, the control method further includes: Using the direction of travel of the virtual train as the front, the virtual trains exit the virtual formation one by one from back to front. If the distance between the slave train that exits the virtual train formation and the preceding train is greater than the disassembly distance, then the slave train completes the disassembly.

[0013] In some embodiments, the control method further includes: A communication link is established for the virtual train formation, and the communication link is used to transmit the braking command; When the communication link fails, the slave train is controlled to perform braking based on the braking command given before the failure and the change in train pipe pressure of the slave train.

[0014] In some embodiments, the control method further includes: When any of the slave trains meets the emergency braking triggering conditions, all trains in its virtual trainset will perform emergency braking.

[0015] Secondly, embodiments of this application provide a control system for virtual train formations, including: The train formation module is configured to determine whether multiple trains meet the virtual formation conditions, virtually form trains that meet the virtual formation conditions, select one train as the master train from the virtual formation trains, and the remaining trains as slave trains. The data processing module is configured to acquire the train parameters of the master train and the train parameters of the slave train, and calculate the braking correction parameters corresponding to each slave train based on the train parameters of the master train and the train parameters of the slave train. The braking control module is configured to control the virtual train formation to brake according to the braking command and the braking correction parameters.

[0016] Compared to related technologies, the control method and system for virtual train formation provided in this application solves the problem of low driving safety performance caused by inconsistent braking of virtual train formations by comprehensively considering the braking capabilities of each train in the virtual formation and coordinating the braking of the trains together. It realizes coordinated braking of virtual train formations, maintains normal train-to-train distance, and ensures train driving safety.

[0017] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a flowchart of a control method for a virtual train formation according to an embodiment of this application; Figure 2 This is another flowchart of a control method for a virtual train formation according to an embodiment of this application; Figure 3 This is a schematic diagram illustrating the application of a virtual train formation control system according to an embodiment of this application; Figure 4 This is another structural block diagram of a control system for a virtual train formation according to an embodiment of this application.

[0019] In the diagram: 401, train formation module; 402, data processing module; 403, braking control module. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0021] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0022] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0023] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms “a,” “an,” “an,” “the,” and similar words used in this application do not indicate quantity limitation and may indicate singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units not listed, or may include other steps or units inherent to these processes, methods, products, or devices. The terms “connected,” “linked,” “coupled,” and similar words used in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Multiple” used in this application refers to two or more. “And / or” describes the relationship between related objects, indicating that three relationships may exist; for example, “A and / or B” can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following objects are in an "or" relationship. The terms "first," "second," and "third" used in this application are merely to distinguish similar objects and do not represent a specific ordering of the objects.

[0024] my country's heavy-haul railway transportation bears the important mission of national energy transportation. Following the regular operation of 20,000-ton heavy-haul trains, 30,000-ton heavy-haul trains have been developed and completed formation testing. However, due to limitations such as station track length, coupler strength, and longitudinal impulse, the technical route of further increasing formation length and traction tonnage by relying on mechanical coupling has reached its limit.

[0025] To further improve railway transport capacity, virtual train formation technology logically links multiple independent trains into one train through car-to-car communication, enabling them to run in close tracking. This can significantly increase the throughput capacity of a section without modifying the track or adding mechanical couplings, and has become a new direction for the development of heavy-haul railway technology both domestically and internationally.

[0026] Because virtual train formations and mechanically coupled trains have fundamental differences in braking control, there is no mechanical coupling between the train units, the train pipes are not interconnected, and the braking systems of each train are physically independent, which leads to many problems when existing braking technologies are directly applied to virtual train formations.

[0027] First, the timing of braking application is inconsistent. Each train's braking command is issued independently by its own train control system or by the driver. The wireless communication between trains suffers from delays, jitter, and packet loss. The timing of braking application for each train is highly discrete, and the tracking distance fluctuates drastically, affecting the safety of train formation operation.

[0028] Secondly, the braking force is mismatched. The number of cars, load, braking rate and brake shoe wear of each train are different. Under the same braking command, the actual deceleration of each train is inconsistent, which leads to the spacing between cars being widened or compressed. This is equivalent to the hook or top hook effect of mechanically coupled trains, and there is a risk of rear-end collision in extreme cases.

[0029] Secondly, existing electronically controlled pneumatic (ECP) systems cannot be directly applied. ECP systems are designed according to standard protocols, and the train bus does not cross the coupler. Its braking control domain only covers mechanically coupled single trains and does not have the ability to coordinate braking across trains.

[0030] Finally, there is a lack of safety strategies for the handover of braking control during the entire process of virtual formation establishment, maintenance, and disassembly, and there is a lack of effective backup braking measures when vehicle-to-vehicle communication is interrupted.

[0031] To address the aforementioned issues, this application provides a control method and system for virtual train formations, which achieves synchronized application of braking force, matching of braking forces, and fault-oriented safety control for each unit train within the virtual formation without altering the existing ECP system hardware and communication protocol framework.

[0032] like Figure 1 As shown in the figure, this application provides a control method for virtual train formation, including: S101, determine whether multiple trains meet the virtual formation conditions, virtually form trains that meet the virtual formation conditions, select one train as the master train from the virtual formation trains, and the remaining trains as slave trains.

[0033] S102, obtain the train parameters of the master train and the train parameters of the slave train, and calculate the braking correction parameters corresponding to each slave train based on the train parameters of the master train and the train parameters of the slave train.

[0034] Train parameters include, but are not limited to, number of cars, train weight, total braking force of the train, brake shoe type, train pipe pressure, available braking percentage, and ECP control delay of the train.

[0035] S103 controls the virtual train formation to brake according to the braking command and braking correction parameters.

[0036] In this embodiment, by determining whether multiple trains meet the conditions for virtual train formation, trains that meet the conditions are virtually formed into a single train, with one train selected as the master train and the rest as slave trains, thus establishing a master-slave control architecture. Based on this, the train parameters of the master and slave trains are acquired, and the braking correction parameters for each slave train are calculated, enabling different trains to adapt to their own braking capabilities when receiving the same braking command. Furthermore, the braking of the virtual train formation is uniformly controlled according to the braking command and braking correction parameters, achieving coordinated braking between heterogeneous trains. This eliminates the braking inconsistency caused by differences in train parameters, ensuring consistent braking effects for each slave train under the same braking command. It prevents abnormal widening or compression of train spacing, improves the braking synchronization and operational safety of the virtual train formation, provides a braking force matching basis for close-tracking operation of the virtual train formation, reduces the coordination difficulty caused by independent control of individual trains within the formation, and enhances the overall operational stability and transportation efficiency of the virtual train formation.

[0037] In some embodiments, based on the train parameters of the master train and the train parameters of the slave trains, braking correction parameters corresponding to each slave train are calculated, including: The first ratio is obtained by comparing the total braking force and the train weight in the train parameters of any slave train.

[0038] The second ratio is obtained by comparing the total braking force and the train weight in the main control train's parameters.

[0039] By comparing the first ratio and the second ratio, the braking correction parameters corresponding to the slave train are obtained.

[0040] In this embodiment, a first ratio is obtained by comparing the total braking force of any slave train with the weight of the trainset, and a second ratio is obtained by comparing the total braking force of the master train with the weight of the trainset. The braking correction parameter corresponding to the slave train is then obtained by comparing the first ratio with the second ratio. This provides a precise and simple method for calculating braking correction parameters. This method can quantify the differences in braking performance between different trains, accurately reflect the actual braking capacity of each train, and enable braking commands to be adapted to the actual braking capacity of each train. This ensures that all trains within the trainset achieve consistent deceleration under the same braking command, reduces longitudinal impulse and spacing fluctuations, and improves the accuracy and reliability of braking control for virtual trainsets.

[0041] In some embodiments, the virtual train formation is controlled to brake according to braking commands and braking correction parameters, including: The target pressure of the brake cylinder of the slave train is obtained by multiplying the braking command with the braking correction parameter corresponding to any slave train.

[0042] Each slave train performs braking according to the target pressure of its corresponding brake cylinder.

[0043] In this embodiment, the target pressure of the brake cylinder of any slave train is obtained by multiplying the braking command by the braking correction parameter corresponding to that slave train, and the slave train performs braking according to its corresponding target pressure, thereby realizing personalized allocation of braking commands. This allows each slave train to obtain a suitable target pressure for its brake cylinder based on its own braking capacity, ensuring that all trains in the formation produce consistent deceleration under the same braking command, avoiding the widening or compression of the train spacing due to differences in braking rates, improving braking synchronization and ride comfort, reducing longitudinal impulses, and enhancing the safety and stability of virtual train formation operation.

[0044] In some embodiments, the control method further includes: Using the direction of travel of the virtual train formation as the front, obtain the inter-vehicle distance between any slave train and its adjacent virtual train formation ahead.

[0045] When the distance between the train and the vehicle exceeds a preset distance threshold, the braking adjustment amount of the slave train is set based on the distance between the train and the vehicle.

[0046] The range of braking adjustment is [-10%, 10%].

[0047] The braking adjustment amount is a value that I determined myself based on the distance between the workshop and the vehicle.

[0048] The distance threshold can be set according to actual needs.

[0049] Trains in a virtual formation are typically no more than 1500m apart.

[0050] The adjusted braking command is obtained by adding the braking adjustment amount and the braking command.

[0051] The adjusted braking command is multiplied by the braking correction parameter corresponding to the slave train to obtain the adjusted target pressure of the brake cylinder of the slave train.

[0052] The adjusted target pressure of the brake cylinder of the slave train is used to control the slave train to perform braking.

[0053] In this embodiment, the direction of travel of the virtual train is set as the forward direction. The distance between any slave train and its adjacent forward virtual train is obtained. When the distance exceeds a preset distance threshold, the braking adjustment amount of the slave train is set based on the distance. The braking adjustment amount is then added to the braking command to obtain the adjusted braking command. The adjusted braking command is then multiplied by the braking correction parameter corresponding to the slave train to obtain the adjusted target pressure of the brake cylinder to control the slave train to perform braking. This further realizes the closed-loop fine adjustment of the train spacing on the basis of braking rate matching. It can dynamically suppress the train spacing fluctuation caused by external disturbances or parameter errors, so that the train spacing is always kept within the safety envelope. This improves the stability and safety of the virtual train tracking operation and is equivalent to realizing the longitudinal force adjustment function of the mechanical coupler. It constitutes the braking force realization layer of the virtual coupler, reduces the risk of rear-end collision, and improves the adaptability of the virtual train under complex working conditions.

[0054] In some embodiments, the control method further includes: Set the instruction delay compensation value for each slave train.

[0055] After obtaining the target pressure of the brake cylinder, the execution time of braking for each slave train is determined based on the command delay compensation value.

[0056] Specifically, the master train uses a timestamp round-trip method to measure the communication delay between itself and each slave train online. The master train starts timing from issuing the test control command, and after the slave trains return the response command, the master train stops timing and obtains the total command transmission time. Dividing the total command transmission time by 2 gives the communication delay between the master train and the slave trains.

[0057] The braking operations of the train driver or ATO are uniformly calculated by the main train control to form a train braking command, which includes the braking level and / or target deceleration.

[0058] The braking command for the train formation carries a timestamp and sequence number and is broadcast to each slave train via the communication link at a period of 500 ms. The master train simultaneously completes the braking control of its own train.

[0059] Each slave train maintenance instruction history queue retrieves the grouping braking instruction corresponding to the time difference between the current time and the communication delay from the history queue based on its own corresponding communication delay. Then, it performs linear interpolation and superimposes the instruction delay compensation value to obtain the specific braking time of each slave train. This ensures that the instructions executed by each slave train are equivalent to and synchronized with the instructions of the master train at the current time, achieving soft synchronization of braking for all trains at the same time and with the same instruction.

[0060] Each slave train applies braking according to its corresponding execution time.

[0061] In this embodiment, by setting a command delay compensation value for each slave train and determining the braking execution time of each slave train based on the command delay compensation value after obtaining the target pressure of the brake cylinder, each slave train performs braking according to its corresponding execution time, thereby overcoming the impact of wireless communication delay and jitter on braking synchronization. This enables each slave train to execute braking commands at the same time, further improving braking synchronization accuracy, reducing braking response dispersion caused by communication delay, and making the tracking distance fluctuation smaller. It achieves soft synchronization of braking for all trains at the same time and with the same command, improving the safety and stability of virtual train formation operation, and reducing the adverse effects of communication delay on coordinated braking of the formation.

[0062] In some embodiments, determining whether multiple trains meet the virtual formation conditions includes: Obtain the deceleration and brake cylinder pressure of each slave train.

[0063] Calculate the deviation between the deceleration of each slave train and the preset deceleration judgment threshold.

[0064] Based on the brake cylinder pressure of each slave train and the preset brake cylinder pressure judgment threshold, the available braking percentage of each slave train is calculated.

[0065] Determine whether the deviation of any slave train is less than or equal to the deviation judgment threshold, and determine whether the available braking percentage of the slave train is greater than or equal to the percentage judgment threshold. If both judgments are yes, the slave train is determined to meet the virtual formation conditions; otherwise, it is not.

[0066] In this embodiment, by acquiring the deceleration and brake cylinder pressure of each slave train, the deviation between the deceleration of each slave train and a preset deceleration judgment threshold is calculated. Based on the brake cylinder pressure of each slave train and a preset brake cylinder pressure judgment threshold, the available braking percentage of each slave train is calculated. Then, it is determined whether the deviation of any slave train is less than or equal to the deviation judgment threshold and whether the available braking percentage of that slave train is greater than or equal to the percentage judgment threshold. If both are true, the slave train is determined to meet the virtual formation conditions. This ensures from the source that the trains participating in the virtual formation have consistent braking performance and sufficient braking capacity, reducing the risk of formation operation due to insufficient or excessively different braking performance of individual trains. Through the dual verification of deceleration deviation and available braking percentage, it is ensured that each train can achieve equal deceleration braking after formation, improving the overall braking reliability and safety of the virtual formation train, reducing longitudinal impulses and abnormal train spacing caused by inconsistent braking after formation, and providing access guarantee for the safe operation of the virtual formation train.

[0067] Specifically, the master train organizes virtual train formations to conduct initial braking-release cycle tests, collecting the actual deceleration and brake cylinder pressure of each slave train. Verification is performed to ensure that the deceleration deviation of each slave train is no greater than 5%, and that the available braking percentage of each slave train is no less than 94%. If the verification passes, the train enters the virtual formation operation mode. If the verification fails, formation is prohibited, and each train operates in independent braking mode. The verification is then repeated after troubleshooting.

[0068] In some of these embodiments, such as Figure 2 As shown, before determining whether multiple trains meet the virtual formation conditions, it is necessary to determine whether the trains meet the pre-formation conditions. The pre-formation conditions include, but are not limited to, whether the train's operating status is normal, whether the train is in a formation-allowed operating mode, and whether the train speed is within the allowable formation range.

[0069] Once the trains meet the pre-formation requirements, a communication link is established between them. Each locomotive establishes a redundant LTE-R / 5G wireless communication link according to the formation plan and completes communication handshake and clock synchronization. Data exchange between the trains is then conducted via this communication link.

[0070] In some embodiments, the master train sends braking domain networking frames to each slave train. These frames reuse reserved bits from existing AAR 4230 data frames without adding new data frame types. Each slave train then returns a registration response frame, completing braking domain member registration.

[0071] In some embodiments, after the virtual train formation is completed, the ECP system's phase braking and phase relief capabilities are used to ensure that each train in the formation performs phase control in a unified manner, avoiding deceleration differences caused by inconsistent air supply and exhaust among the trains.

[0072] In some embodiments, after virtually grouping trains that meet the virtual grouping conditions, the control method further includes: Using the direction of travel of the virtual train as the front, the virtual trains exit the virtual formation one by one from back to front.

[0073] Determine whether the distance between the slave train that exits the virtual train formation and the preceding train is greater than the disassembly distance. If so, the slave train completes the disassembly.

[0074] In this embodiment, after virtually assembling trains that meet the virtual assembling conditions, the trains are de-assembled one by one from back to front, with the direction of travel of the virtual assembling trains as the front. The distance between the slave train of the de-assembling train and the preceding train is determined to be greater than the de-assembly distance. If so, the slave train completes the de-assembly, thereby ensuring the safety and orderliness of the virtual assembly and de-assembly process, avoiding the risk of rear-end collisions or collisions caused by insufficient train spacing during de-assembly, enabling each train to operate safely and independently after de-assembly, realizing a smooth transition of all assembly conditions, improving the flexibility and safety of virtual assembly operation, and ensuring the reliability of the handover of braking control during the de-assembly process.

[0075] Specifically, when trains are in virtual formation, braking control of each train is transferred to the master train. When a train leaves the virtual formation, a step-by-step restoration of independent braking strategy is adopted. Starting from the last train, the slave trains sequentially leave the braking domain and restore independent ECP control for their respective trains. The driver or master train takes over braking control. Once the distance between the train and the preceding train is increased to a distance not less than the disassembly braking distance, the communication link in the virtual formation is disconnected, and disassembly is completed step by step.

[0076] In some embodiments, the control method further includes: A communication link is established for the virtual train formation, which is used to transmit braking commands.

[0077] When the communication link fails, the slave train is controlled to perform braking based on the braking command before the failure and the change in train pipe pressure of the slave train.

[0078] In this embodiment, a communication link is constructed for the virtual train formation to transmit braking commands. When the communication link fails, the slave train is controlled to perform braking based on the braking commands before the failure and the changes in train pipe pressure of the slave train. This achieves fault-oriented safety when communication is interrupted, ensuring that the slave train can still brake through changes in train pipe pressure after losing wireless communication. This avoids brake loss of control due to communication failure, further improving the safety and reliability of the virtual train formation under fault conditions. It also enables the formation to degrade to independent braking mode and operate safely when the communication link fails, reducing the impact of communication failure on train operation safety.

[0079] Specifically, braking commands include train braking commands. When the slave train does not receive a train braking command for two consecutive control cycles, it is determined that the communication has been interrupted. The last valid train braking command is immediately frozen, and the change in the train's pipe pressure is used as the source of the backup braking command. When the train pipe pressure is reduced, the air backup brake of the train is triggered. At the same time, the main control train and the train control system are reported, the train formation is downgraded to an independent braking mode for each train, and the distance between the train and the preceding train is increased to maintain operation.

[0080] In some embodiments, the control method further includes: When any slave train experiences an ECP failure, the entire slave train is downgraded to air braking mode. The master train recalculates the braking correction parameters for all slave trains except the one that failed, and the trainset maintains partial coordinated operation.

[0081] In some embodiments, the control method further includes: When the available braking percentage is less than 94% or the braking rate is insufficient, the slave train sends a penalty braking request and reports it level by level. The master train applies the penalty braking and notifies the train control system.

[0082] In some embodiments, the control method further includes: When any slave train meets the emergency braking trigger condition, all trains in its virtual trainset will perform emergency braking.

[0083] In this embodiment, when any slave train meets the emergency braking trigger condition, all trains in its virtual trainset will perform emergency braking, thereby achieving synchronized emergency braking of the virtual trainset. This avoids longitudinal impulses and rear-end collision risks caused by individual trains failing to respond in time due to emergency braking, improves the overall safety and coordination of the virtual trainset under emergency conditions, ensures that all trains in the trainset can take emergency braking measures synchronously, and forms a dual-channel redundancy of electrical command plus air backup, maximizing the safety of train operation.

[0084] Specifically, when any slave train triggers emergency braking conditions, the emergency braking command is broadcast directly via the communication link with the highest priority. At the same time, each train exhausts air and each train simultaneously implements emergency braking, forming a dual-channel redundant braking system that coordinates electrical commands and air backup.

[0085] like Figure 4 As shown, this application embodiment provides a control system for a virtual train formation, including: The train formation module 401 is configured to determine whether multiple trains meet the virtual formation conditions, to virtually form a train that meets the virtual formation conditions, and to select one train as the master train and the rest as slave trains from the virtual formation trains.

[0086] The data processing module 402 is configured to acquire the train parameters of the master train and the train parameters of the slave train, and calculate the braking correction parameters corresponding to each slave train based on the train parameters of the master train and the train parameters of the slave train.

[0087] The braking control module 403 is configured to control the virtual train formation to brake according to braking commands and braking correction parameters.

[0088] In this embodiment, a train formation module 401 is set up to determine whether multiple trains meet the virtual formation conditions, and to virtually form trains that meet the conditions, selecting a master train and slave trains. A data processing module 402 is set up to acquire the train parameters of the master train and slave trains and calculate the braking correction parameters corresponding to each slave train. A braking control module 403 is set up to control the virtual formation trains to brake according to the braking command and the braking correction parameters. This provides a virtual formation train control system with a clear structure and well-defined functions. The system can effectively implement the above control method. The modular design improves the reliability and maintainability of the system, facilitates engineering application and promotion, provides a complete system solution for the cooperative braking control of virtual formation trains, reduces the complexity of system integration and debugging, and improves the overall performance of virtual formation train control.

[0089] like Figure 3 As shown, a virtual train formation control system is applied to N 10,000-ton-class unit trains, where N ranges from [2, 7].

[0090] There is no mechanical coupling between the individual train units, and the train pipes are not interconnected. They run in close tracking intervals of no more than 1500 m.

[0091] Each unit train is equipped with a complete wired ECP braking system.

[0092] Specifically, a locomotive is a control vehicle that provides traction power to a train and has a driver's cab. In virtual train formations, each unit train has one (or more) locomotives as the control core of that train. The locomotive equipment consists of ECP devices installed on the locomotive, including: an ECP Router Unit (ERU), an ECP Control Unit (ECU), an ECP Power Supply (EPS), and a Liquid Crystal Display Module (LCDM).

[0093] A vehicle is a car in a train, excluding the locomotive, used for carrying goods or passengers. In heavy-haul trains, vehicles typically refer to freight cars. Vehicle equipment consists of ECP (Electronic Pneumatic Control) devices installed on each vehicle. Vehicle equipment includes a Car Control Device (CCD) and electro-pneumatic control valves. Each train is equipped with an end-of-train (EOT).

[0094] Inside each unit train, locomotive equipment and vehicle equipment are connected via the LonWorks train bus, and the communication protocol follows the AAR 4230 standard.

[0095] The first locomotive serves as the main control locomotive, with its ECP network management unit set as the master node of the virtual formation braking domain, and the ECP network management units of subsequent locomotives set as slave nodes of the braking domain.

[0096] Communication links are established between adjacent train locomotives using a 400 MHz digital radio, GSM-R, or LTE-R / 5G redundant dual network for broadcasting braking commands and transmitting status feedback. The main control train interacts with the wireless block center or train control system via train-to-ground communication to obtain marshalling commands and train-to-train distances.

[0097] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0098] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A control method for virtual train formation, characterized in that, include: Determine whether multiple trains meet the virtual formation conditions, and virtually form trains that meet the virtual formation conditions. Select one train from the virtual formation trains as the master train and the rest as slave trains. The train parameters of the master train and the train parameters of the slave train are obtained, and the braking correction parameters corresponding to each slave train are calculated based on the train parameters of the master train and the train parameters of the slave train. The virtual train formation is controlled to brake according to the braking command and the braking correction parameters.

2. The control method for a virtual train formation according to claim 1, characterized in that, The calculation of braking correction parameters for each slave train based on the train parameters of the master train and the train parameters of the slave train includes: The total braking force and the formation weight in the train parameters of any of the slave-controlled trains are compared to obtain a first ratio; The total braking force and the formation weight in the train parameters of the main control train are compared to obtain a second ratio; By comparing the first ratio and the second ratio, the braking correction parameter corresponding to the slave-controlled train is obtained.

3. The control method for a virtual train formation according to claim 1, characterized in that, The step of controlling the virtual train formation to brake according to the braking command and the braking correction parameters includes: Multiply the braking command by the braking correction parameter corresponding to any of the slave trains to obtain the target pressure of the brake cylinder of the slave train; Each of the slave trains performs braking according to the target pressure of its corresponding brake cylinder.

4. The control method for a virtual train formation according to claim 3, characterized in that, Also includes: Using the direction of travel of the virtual train formation as the front, obtain the inter-vehicle distance between any of the slave trains and its adjacent virtual train formation ahead; When the workshop distance exceeds a preset distance threshold, the braking adjustment amount of the slave-controlled train is set based on the workshop distance; The brake adjustment amount and the brake command are added together to obtain the adjusted brake command; The adjusted braking command is multiplied by the braking correction parameter corresponding to the slave train to obtain the adjusted target pressure of the brake cylinder of the slave train; The adjusted target pressure of the brake cylinder of the slave train is used to control the slave train to perform braking.

5. A control method for a virtual train formation according to claim 3 or 4, characterized in that, Also includes: Set the instruction delay compensation value for each slave train; After obtaining the target pressure of the brake cylinder, the execution time of braking for each slave train is determined based on the command delay compensation value; Each of the slave trains performs braking according to its corresponding execution time.

6. The control method for a virtual train formation according to claim 1, characterized in that, The determination of whether multiple trains meet the virtual formation conditions includes: Obtain the deceleration and brake cylinder pressure of each of the slave trains; Calculate the deviation between the deceleration of each slave train and a preset deceleration determination threshold; Based on the brake cylinder pressure of each slave train and a preset brake cylinder pressure determination threshold, the available braking percentage of each slave train is calculated. Determine whether the deviation of any of the slave trains is less than or equal to the deviation determination threshold, and determine whether the available braking percentage of the slave train is greater than or equal to the percentage determination threshold. If both determinations are yes, then the slave train is determined to meet the virtual formation conditions; otherwise, it is not.

7. The control method for a virtual train formation according to claim 1, characterized in that, After virtually assembling trains that meet the aforementioned virtual formation conditions, the process also includes: Using the direction of travel of the virtual train as the front, the virtual trains exit the virtual formation one by one from back to front. If the distance between the slave train that exits the virtual train formation and the preceding train is greater than the disassembly distance, then the slave train completes the disassembly.

8. The control method for a virtual train formation according to claim 1, characterized in that, Also includes: A communication link is established for the virtual train formation, and the communication link is used to transmit the braking command; When the communication link fails, the slave train is controlled to perform braking based on the braking command given before the failure and the change in train pipe pressure of the slave train.

9. The control method for a virtual train formation according to claim 1, characterized in that, Also includes: When any of the slave trains meets the emergency braking triggering conditions, all trains in its virtual trainset will perform emergency braking.

10. A control system for a virtual train formation, characterized in that, include: The train formation module is configured to determine whether multiple trains meet the virtual formation conditions, virtually form trains that meet the virtual formation conditions, select one train as the master train from the virtual formation trains, and the remaining trains as slave trains. The data processing module is configured to acquire the train parameters of the master train and the train parameters of the slave train, and calculate the braking correction parameters corresponding to each slave train based on the train parameters of the master train and the train parameters of the slave train. The braking control module is configured to control the virtual train formation to brake according to the braking command and the braking correction parameters.

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