Train coupling method for virtual coupling control system

Abstract

A train coupling method for a virtual coupling control system. The train coupling method comprises: sending a coupling plan to a front train and a rear train which are to be coupled (S10); sending vehicle information of the front train to the rear train, such that the rear train establishes vehicle-to-vehicle communication on the basis of the received vehicle information (S20); exchanging information by means of the vehicle-to-vehicle communication, and controlling the front train and the rear train to approach each other (S30); the front train and the rear train each checking whether a coupling condition is met (S40); the front train and the rear train each sending coupling state information to a radio block center (S50); when it is confirmed that the coupling state information of the front train and the coupling state information of the rear train have been received and are consistent, sending coupling confirmation information to each of the front train and the rear train (S60); and when receiving the coupling confirmation information, the front train and the rear train entering a virtual coupling mode (S70). In the train coupling method for a virtual coupling control system, by means of communication among a front train, a rear train and a radio block center, an operation state is confirmed, and the front train and the rear train enter a virtual coupling state when conditions are suitable, thereby improving line operation efficiency while ensuring coupling flexibility.

Description

A train marshaling method for a virtual marshaling control system Technical Field

[0001] The present application relates to a train formation method for a virtual formation control system. Background Art

[0002] With socioeconomic development, higher requirements are being placed on freight train tracking intervals and transport capacity. To further shorten train tracking intervals, train control technology has evolved from fixed blocks to moving blocks. However, due to limitations in traditional safety points and vehicle control methods, further reductions in tracking intervals have hit a bottleneck. To improve transport capacity, an existing solution is to increase vehicle length. While increasing vehicle length improves line carrying capacity, overly long and heavy-loaded trains also introduce other issues, such as inflexible marshaling, low efficiency, difficult control, and increased risk. Furthermore, increasing vehicle length is also limited by line length constraints. To improve line operation efficiency, virtual marshaling control methods have gradually attracted research attention. Currently, existing research on virtual marshaling control methods has the following main shortcomings: 1. They fail to consider train formation methods in different operating scenarios, such as the relationship between the train and the line and the train's relationship with other vehicles; 2. They lack the design of multi-vehicle coordinated control technology during the formation process; and 3. They fail to effectively balance formation success rate and efficiency. Summary of the Invention

[0003] The object of the present invention is to provide a train marshaling method for a virtual marshaling control system, which has the advantages of high marshaling efficiency and high success rate.

[0004] To achieve the above object, the present invention provides a train marshaling method for a virtual marshaling control system, comprising:

[0005] S10, sending the marshaling plan to the leading and trailing vehicles to be marshaled;

[0006] S20, sending the vehicle information of the leading vehicle to the following vehicle, wherein the following vehicle establishes vehicle-to-vehicle communication between the leading vehicle and the following vehicle based on the received vehicle information of the leading vehicle;

[0007] S30, the leading vehicle and the trailing vehicle exchange information through vehicle-to-vehicle communication and control the leading vehicle and the trailing vehicle to approach each other;

[0008] S40, the following vehicle and the preceding vehicle are respectively checked to see whether they meet the marshaling conditions. If both meet the marshaling conditions, the process proceeds to S50; if any vehicle does not meet the marshaling conditions, the process returns to S40;

[0009] S50: the leading train and the trailing train respectively send marshaling status information to the radio block center;

[0010] S60: After the radio block center confirms receipt of the marshaling status information of the leading train and the trailing train and confirms that the information is consistent, it sends marshaling confirmation information to the leading train and the trailing train respectively;

[0011] S70: After receiving the marshaling confirmation information, the leading vehicle and the trailing vehicle enter a virtual marshaling mode.

[0012] In this scheme, the operating status is confirmed through communication between the leading and trailing trains and the radio block system, and the train enters the virtual marshaling state when conditions are right, thereby improving the line operation efficiency while ensuring the flexibility of marshaling.

[0013] Preferably, the step S30 specifically includes the following steps:

[0014] S301: The leading vehicle obtains the current maximum speed limit V of the trailing vehicle. lim ;

[0015] S302, the preceding vehicle is configured according to a threshold V diff , calculate the marshaling speed limit value V coupling =V lim -V diff ;

[0016] S303, determine whether the current speed of the preceding vehicle is greater than the marshaling speed limit value, if so, proceed to S304; if not, proceed to S305;

[0017] S304, the preceding vehicle decelerates to the marshaling speed limit value V coupling Then, maintain a constant speed;

[0018] S305: The preceding vehicle travels at a constant speed at the current speed.

[0019] In this solution, the leading car calculates the marshaling speed limit based on the maximum speed limit of the following car and the configuration threshold, and limits the speed of the leading car to the marshaling speed limit. This prevents the distance between the leading car and the following car in the marshaling from being too large or too small due to the leading car's excessive speed, thereby improving the reliability of the virtual marshaling.

[0020] Preferably, in step S301, the leading vehicle obtains the current maximum speed limit V of the trailing vehicle through vehicle-to-vehicle communication with the trailing vehicle. lim .

[0021] In this solution, the leading vehicle obtains the maximum speed limit of the following vehicle through vehicle-to-vehicle communication, ensuring the reliability of obtaining the maximum speed limit of the following vehicle.

[0022] Preferably, the step S40 includes steps S41 and S42 performed simultaneously, and step S43 performed after S41 and S42, wherein S41-S43 specifically include:

[0023] S41, the following vehicle checks whether it meets the marshaling conditions;

[0024] S42, checking whether the preceding vehicle meets the marshaling conditions;

[0025] S43. Determine whether both the preceding vehicle and the following vehicle meet the marshaling conditions. If both meet the marshaling conditions, proceed to S50. If any vehicle does not meet the marshaling conditions, return to S41 and S42.

[0026] In this solution, the rear car is checked to see if it meets the marshaling conditions and the front car is checked to see if it meets the marshaling conditions at the same time, and the simultaneous inspections improve efficiency.

[0027] Preferably, the S41 includes the following steps:

[0028] S411: The following vehicle receives a valid marshaling plan;

[0029] S412, confirming the current position of the following vehicle;

[0030] S413, the following vehicle moves to the marshaling starting position;

[0031] S414: The movement authorization destination of the following vehicle is set to the leading vehicle;

[0032] S415: The following vehicle confirms that the communication status with the leading vehicle is normal;

[0033] S416: The following vehicle obtains the real-time positioning of the leading vehicle;

[0034] S417. Determine whether the train in front of the following train is the leading train communicating with the following train. If so, enter the state of satisfying the marshaling conditions; if not, do not enter the state of satisfying the marshaling conditions.

[0035] Preferably, after step S417, the method further includes step S418, determining whether the distance between the rear vehicle and the front vehicle is less than a set threshold value L coupling , if it is less than the set threshold L coupling , then continue to drive in the current state; if it is greater than the set threshold L coupling , then adjust the distance between the front vehicle and the rear vehicle.

[0036] In this solution, a step is added to determine the distance between the front and rear vehicles so that the distance between the front and rear vehicles is kept at a set threshold value L. coupling This can avoid the distance between the front and rear cars being too large, causing the virtual marshaling to occupy too long a line, and improve the efficiency of line use.

[0037] Preferably, after step S418, the process further includes step S419, determining whether the following vehicle has integrity. If so, proceed to the next step. If not, the following vehicle applies the brakes and alerts the control center.

[0038] In this solution, the integrity check of the train is increased to avoid the loss of train integrity during the virtual marshalling process without knowing that it affects the driving safety of other trains on the line.

[0039] Preferably, in step S412, confirming the current position of the following vehicle includes: the onboard equipment of the following vehicle checks whether the current positioning of the following vehicle is accurate and valid.

[0040] Preferably, in S411, the following vehicle receives the effective formation plan sent by the temporary speed limit server.

[0041] Preferably, the S42 includes the following steps:

[0042] S421: The preceding vehicle obtains a valid marshaling plan;

[0043] S422: confirming the current position of the preceding vehicle and whether the preceding vehicle is within the valid marshaling plan;

[0044] S423: Confirm that the following vehicle for which the virtual marshaling request is sent is consistent with the following vehicle in the valid marshaling plan;

[0045] S424, the preceding vehicle enters a state that satisfies marshaling conditions;

[0046] Preferably, after step S424, the process further includes step S425, determining whether the preceding vehicle has integrity, and if so, proceeding to the next step; if not, applying the brakes to the preceding vehicle and alerting the control center.

[0047] In this solution, the integrity check of the train is increased to avoid the loss of train integrity during the virtual marshalling process without knowing that it affects the driving safety of other trains on the line.

[0048] Preferably, in step S10, sending the formation plan to the leading vehicle and the following vehicle to be formed specifically includes: the temporary speed limit server periodically sends the formation plan sent by the centralized dispatching system to the leading vehicle and the following vehicle after receiving the formation plan.

[0049] In summary, compared with the prior art, the train marshaling method for a virtual marshaling control system provided by the present invention has the following beneficial effects:

[0050] The train marshaling method for a virtual marshaling control system of the present application confirms the operating status through communication between the leading car, the following car and the radio block, and switches to the virtual marshaling state when conditions are appropriate, thereby improving the line operation efficiency while ensuring the flexibility of the marshaling. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] FIG1 is a flow chart of a train formation method for a virtual formation control system.

[0052] FIG2 is a schematic diagram of a virtual formation dynamically established between trains.

[0053] Figure 3 is a schematic diagram of a train dynamically joining a train set from the rear of the train set.

[0054] Figure 4 is a schematic diagram of a train dynamically joining a train set from the front of the train set. Modes for Carrying Out the Invention

[0055] The technical solutions, structural features, achieved objectives and effects of the embodiments of the present invention will be described in detail below with reference to FIG1 to FIG4 of the embodiments of the present invention.

[0056] It should be noted that the drawings are in a very simplified form and use non-precise proportions. They are only used to conveniently and clearly assist in explaining the embodiments of the present invention, and are not used to limit the conditions for the implementation of the present invention. Therefore, they have no substantive technical significance. Any structural modification, change in proportional relationship or adjustment of size should still fall within the scope of the technical content disclosed in the present invention without affecting the efficacy and purpose that can be achieved by the present invention.

[0057] It should be noted that, in the present invention, relational terms such as first and second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only the elements explicitly listed, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0058] As shown in FIG1 , the present invention provides a train marshaling method for a virtual marshaling control system, the marshaling method comprising the following steps:

[0059] S10. Send the marshaling plan to the leading and trailing trains to be marshaled. In this embodiment, sending the marshaling plan to the leading and trailing trains to be marshaled specifically includes: the Temporary Speed ​​Restriction Server (TSRS) periodically sends the marshaling plan to the leading and trailing trains after receiving it from the Centralized Traffic Control (CTC) system. Of two adjacent trains that need to be marshaled, the train located in front in the direction of travel is the leading train, and the train located in the rear in the direction of travel is the rear train. If a train that has already formed a virtual marshaling is re-marshaled with a marshaling formed by another single train or multiple trains, the leading train is the last train in the marshaling located in the direction of travel, and the rear train is the first train in the marshaling located in the rear in the direction of travel.

[0060] S20: Transmit the vehicle information of the leading vehicle to the trailing vehicle. The trailing vehicle establishes inter-vehicle communication between the leading and trailing vehicles based on the received vehicle information. In this embodiment, the Radio Block Center (RBC) transmits the vehicle information of the leading vehicle to the onboard equipment of the trailing vehicle. Upon receiving the vehicle information, the onboard equipment of the trailing vehicle establishes an inter-vehicle communication channel between the trailing and leading vehicles. This enables direct communication between the trailing and leading vehicles, eliminating the need for ground equipment to relay communication between the leading and trailing vehicles. This reduces the time spent on information transmission between the leading and trailing vehicles, improves communication efficiency between the leading and trailing vehicles, and thus enhances the efficiency of the transition from a non-virtual marshaling state to a virtual marshaling state.

[0061] S30: The leading vehicle and the trailing vehicle exchange information through vehicle-to-vehicle communication and control the leading vehicle and the trailing vehicle to approach each other. In this embodiment, step S30 specifically includes:

[0062] S301, the front vehicle obtains the current maximum speed limit V of the rear vehicle lim The front vehicle obtains the current maximum speed limit V of the rear vehicle through vehicle-to-vehicle communication with the rear vehicle. lim After establishing vehicle-to-vehicle communication between the leading vehicle and the trailing vehicle, the leading vehicle can directly obtain the current maximum speed limit V of the trailing vehicle entering the virtual formation through onboard equipment. lim . Then according to the current maximum speed limit V of the following vehicle lim and other parameters to calculate the marshaling speed limit value V after entering the virtual marshaling coupling .

[0063] S302, the vehicle ahead is configured according to the threshold V diff , calculate the marshaling speed limit value V coupling =V lim -V diff .

[0064] S303. Determine whether the current speed of the preceding vehicle is greater than the marshaling speed limit. If so, proceed to S304; if not, proceed to S305.

[0065] S304, the preceding vehicle decelerates to the marshaling speed limit value V coupling Then, maintain a constant speed.

[0066] S305: The front vehicle travels at a constant speed at the current speed. The speed limit value V is calculated based on the current speed of the front vehicle and the speed of the rear vehicle entering the virtual formation. coupling , so that the leading vehicle that is about to enter the virtual formation adjusts its current speed according to the actual conditions of different following vehicles, thereby ensuring that the speeds of the leading vehicle and the following vehicle entering the virtual formation can be matched as much as possible, and the driving interval between the leading vehicle and the following vehicle is guaranteed to be smooth, avoiding excessive or insufficient driving intervals between the leading vehicle and the following vehicle. Excessive driving intervals will reduce the utilization rate of the line, while excessively small driving intervals may affect driving safety.

[0067] In step S40, the following vehicle and the preceding vehicle respectively check whether they meet the marshaling conditions. If all meet the marshaling conditions, the process proceeds to step S50. If any vehicle does not meet the marshaling conditions, the process returns to step S40. In this embodiment, step S40 includes steps S41 and S42 performed simultaneously, and step S43 after S41 and S42, wherein S41-S43 specifically include:

[0068] S41, the following car checks whether it meets the marshaling conditions;

[0069] S42, the preceding vehicle checks whether it meets the marshaling conditions;

[0070] S43. Determine whether both the leading vehicle and the trailing vehicle meet the marshaling conditions. If both meet the marshaling conditions, proceed to S50. If any vehicle does not meet the marshaling conditions, return to S41 and S42.

[0071] Among them, step S41 "the rear car checks whether the formation conditions are met" and step S42 "the front car checks whether the formation conditions are met" are performed simultaneously. When the rear car and the front car respectively check whether the formation conditions are met, since the inspections are performed by the on-board equipment of the rear car and the on-board equipment of the front car respectively, during the inspection process, the rear car needs to confirm the inspection results of the rear car itself based on the inspection information of the front car, and the front car also needs to confirm the inspection results of the front car based on the inspection information of the rear car, so that the rear car and the front car can perform inspections synchronously, and then use car-to-car communication to exchange their respective information, and the rear car and the front car then respectively judge whether each train has met the formation conditions.

[0072] Wherein, step S41, checking whether the following vehicle meets the marshaling conditions, includes the following steps:

[0073] S411, the following vehicle receives a valid marshaling plan; the following vehicle receives a valid marshaling plan from TSRS (temporary speed limit server).

[0074] S412: Confirm the current position of the following vehicle. In this step, confirming the current position of the following vehicle includes: the onboard equipment of the following vehicle checks whether the current position of the following vehicle is accurate. The onboard equipment of the following vehicle has its own positioning function. In this step, the current position of the following vehicle needs to be determined. The onboard equipment of the following vehicle can determine whether the current position of the following vehicle is accurate. If it is accurate, the train position information of the onboard equipment is obtained. If it is inaccurate, the train position information of the onboard equipment is obtained after the onboard equipment position information is accurate.

[0075] S413: The following vehicle drives to the marshaling starting position. The marshaling starting position refers to the starting position of the marshaling set on the line. That is, after the following vehicle drives to this position, it begins to adjust its speed and other operating conditions according to the needs of the virtual marshaling.

[0076] S414: The destination of the rear train's movement authority is set to the leading train. Movement Authority (MA) is used to grant permission to a train traveling in a specific direction, allowing it to enter or pass through a certain track section ahead. Setting the destination of the rear train's movement authority to the leading train allows the rear train to follow the leading train, thereby subsequently entering a virtual marshaling state.

[0077] S415. The rear vehicle confirms that the communication status with the front vehicle is normal. Since the vehicle is about to enter the virtual formation state, it is necessary for the rear vehicle and the front vehicle to maintain communication to ensure that driving information can be efficiently exchanged between the rear vehicle and the front vehicle. Therefore, it is necessary to ensure that the vehicle-to-vehicle communication status between the rear vehicle and the front vehicle is normal in this step to avoid driving hazards caused by poor communication between the rear vehicle and the front vehicle.

[0078] S416: The rear vehicle obtains the real-time positioning of the front vehicle. After confirming that the communication status between the rear vehicle and the front vehicle is normal, the rear vehicle obtains the current position information of the front vehicle through vehicle-to-vehicle communication between the rear vehicle and the front vehicle to facilitate subsequent virtual grouping.

[0079] S417: Determine whether the train ahead of the following vehicle is the preceding vehicle in communication with the following vehicle. If so, the state of satisfying marshaling conditions is entered; if not, the state of satisfying marshaling conditions is not entered. Since there are usually multiple trains traveling on the line at the same time, there may also be multiple trains ahead of the following vehicle in the direction of travel. To ensure that the train in communication with the following vehicle is the preceding vehicle about to enter the virtual marshaling state, the vehicle information is reconfirmed before entering the state of satisfying marshaling conditions. Once confirmed, the following vehicle enters the state of satisfying marshaling conditions.

[0080] In addition, after step S417, the process further includes step S418, determining whether the distance between the rear vehicle and the front vehicle is less than a set threshold value L. coupling , if it is less than the set threshold L coupling , then continue to drive in the current state; if it is greater than the set threshold L coupling , then adjust the distance between the front and rear cars. Before the rear car and the front car enter the virtual marshaling state, they also need to adjust their relative positions to avoid the distance between the rear car and the front car being too large, which will reduce the utilization rate of the line after virtual marshaling. The position information of the front and rear cars has been obtained in the previous steps. Based on the position information, the current relative distance between the front and rear cars can be calculated and compared with the set threshold L. coupling The difference between the rear vehicle and the front vehicle is reduced to the set threshold value L coupling Within.

[0081] After step S418, the process also includes step S419, which determines whether the following vehicle is intact. If so, the process proceeds to the next step. If not, the following vehicle applies brakes and alerts the control center. Determining the integrity of the following vehicle involves determining whether the connections between the locomotive and the body, and between the bodies, of the following vehicle are normal, and whether any connections between the locomotive and the body, or between the bodies, of the following vehicle are disconnected. This ensures that all connections on the following vehicle are intact to prevent vehicle body separation from impacting the safety of subsequent trains on the line.

[0082] Among them, S42, checking whether the preceding vehicle meets the marshaling conditions, includes the following steps:

[0083] S421, the preceding vehicle obtains a valid marshaling plan; the preceding vehicle receives a valid marshaling plan from TSRS (temporary speed limit server).

[0084] S422: Confirm the current position of the preceding vehicle and whether the preceding vehicle is within the valid marshaling plan. In this step, determining the current position of the preceding vehicle includes: the preceding vehicle's onboard equipment checks whether the preceding vehicle's current positioning is accurate. The preceding vehicle's onboard equipment has its own positioning function. In this step, the preceding vehicle's current position needs to be determined. The preceding vehicle's onboard equipment can determine whether the vehicle's current positioning is accurate. If it is accurate, the train position information of the onboard equipment is obtained. If it is inaccurate, the train position information of the onboard equipment is obtained after the onboard equipment's position information is accurate.

[0085] S423. Confirm that the following vehicle that sends the virtual marshaling request is consistent with the following vehicle in the valid marshaling plan. Since there are usually multiple trains running on the line at the same time, there are sometimes multiple trains behind the leading vehicle in the direction of travel. In order to ensure that the train communicating with the leading vehicle is the following vehicle that is about to enter the virtual marshaling state, the vehicle information is confirmed again before entering the state where the marshaling conditions are met. After confirmation, the leading vehicle enters the state where the marshaling conditions are met.

[0086] S424, the leading car enters the state of satisfying the marshaling conditions; after confirming that the train behind the leading car is the train that is about to enter the virtual marshaling state, the state of the leading car is modified to the state of satisfying the marshaling conditions, and is ready to enter the virtual marshaling state at any time.

[0087] After step S424, the process also includes step S425, determining whether the preceding vehicle has integrity. If so, proceed to the next step; if not, the preceding vehicle applies brakes and alerts the control center.

[0088] At step S50, the leading and trailing trains each send marshaling status information to the Radio Block Center (RBC). Once both trains meet the virtual marshaling conditions, they each report their marshaling status information to the RBC, which then aggregates the train information and marshaling status.

[0089] S60. After the RBC confirms receipt of the marshaling status information of the leading and trailing trains and confirms that they are consistent, it sends marshaling confirmation information to the leading and trailing trains respectively.

[0090] S70: After receiving the marshaling confirmation information, the leading car and the trailing car enter the virtual marshaling mode.

[0091] The following describes the actual process of forming virtual formations for several different train operation conditions, and only introduces the main steps of forming the formation.

[0092] As shown in FIG2 , a schematic diagram of virtual marshaling of two separate trains includes the following steps:

[0093] Currently, the front train 1 and the rear train 2 on the line are both in normal independent operation;

[0094] S10: The current marshaling plan issued by CTC is that train 1 and train 2 form a virtual marshaling fleet T{1 car, 2 cars};

[0095] S20: Train 1 and train 2 establish train-to-train communication;

[0096] S30: After Train 2 inquires about the preceding train (Train 1) and finds that the marshaling conditions are met, Train 2 and Train 1 adopt a certain control strategy to control Train 2 and Train 1 to approach each other;

[0097] S40: Train 1 and train 2 respectively check whether the marshaling conditions are met;

[0098] Based on the train position report of train 1 obtained through the train-to-train communication between trains 1 and 2, train 2 converts the movement authorization sent by the RBC into a control curve based on relative position to track the movement of train 1;

[0099] S50: When both train 1 and train 2 meet the marshaling conditions, the information is reported to the RBC;

[0100] S60: After confirming the marshaling, RBC sends confirmation marshaling information to Train 1 and Train 2;

[0101] S70: The marshaling is successfully established to form a marshaling fleet T{1 car, 2 cars}, and train 1 and train 2 enter the virtual marshaling mode.

[0102] As shown in FIG3 , the train 4 to be marshaled is added from the rear of the marshaling train that has formed a virtual marshaling to form a new virtual marshaling, which includes the following steps:

[0103] The train formation T{1 car, 2 car, 3 car} consisting of train 1, train 2, and train 3 is running normally ahead of the line.

[0104] Step S10: Train 4 is tracking the train behind the train. The current train plan issued by CTC is T new {1 car, 2 cars, 3 cars, 4 cars};

[0105] Step S20: Establishing vehicle-to-vehicle communication between train 1, train 2, train 3, and train 4;

[0106] Step S30: After Train 4 checks that Train 3 meets the conditions for allowing marshaling, Train 4 is controlled to approach Train 3;

[0107] Step S40: Train 1, Train 2, Train 3 and Train 4 respectively check whether they meet the marshaling conditions;

[0108] Based on the train position report of train 3 obtained through the train-to-train communication between train 4 and train 3, train 4 converts the movement authorization sent by the RBC into a control curve based on relative position to track the operation of train 3;

[0109] Step S50: When train 4 and the existing virtual marshaling fleet T{1 car, 2 car, 3 car} all meet the marshaling conditions, they are reported to RBC;

[0110] Step S60: After confirming the formation, the RBC sends a confirmation formation information to Train 1, Train 2, Train 3 and Train 4;

[0111] Step S70: The group is successfully established to form a new group T new{Car 1, Car 2, Car 3, Car 4}, after RBC confirms the marshaling, Train 4 enters the virtual marshaling mode.

[0112] As shown in FIG4 , the train 4 to be marshaled is joined from the front of the marshaling train that has formed a virtual marshaling to form a new virtual marshaling, including the following steps:

[0113] The train 4 ahead on the current line is running normally, and the train formation T{car 1, car 2, car 3} consisting of train 1, train 2, and train 3 is tracking train 4;

[0114] Step S10: The current marshaling plan issued by CTC is the marshaling train T consisting of train 4 and the marshaling train T {1 car, 2 cars, 3 cars} that has formed a virtual marshaling. new {4 cars, 1 car, 2 cars, 3 cars};

[0115] Step S20: Train 1, Train 2, Train 3, and Train 4 establish train-to-train communication; according to the marshaling plan, Train 4 should be the lead train of the new virtual marshaling formation, and the other trains should be followers;

[0116] Step S30: After receiving the marshaling plan, train 1 checks whether train 4 meets the marshaling conditions and then controls the existing virtual marshaling fleet T {car 1, car 2, car 3} to approach train 4;

[0117] Step S40: Train 1, Train 2, Train 3 and Train 4 respectively check whether they meet the marshaling conditions;

[0118] Based on the train position report of train 4 obtained through the train-to-train communication between train 1 and train 4, train 1 converts the movement authorization sent by RBC into a control curve based on relative position to track the operation of train 4;

[0119] Step S50: When train 4 and the existing virtual marshaling fleet T{1 car, 2 car, 3 car} all meet the marshaling conditions, they are reported to RBC;

[0120] Step S60: After confirming the formation, the RBC sends a confirmation formation information to Train 1, Train 2, Train 3 and Train 4;

[0121] Step S70: The group is successfully established to form a new group T new {4 cars, 1 car, 2 cars, 3 cars}, after RBC confirms the marshaling, Train 4 enters the virtual marshaling mode.

[0122] Although the present invention has been described in detail through the above preferred embodiments, it should be understood that the above description is not intended to limit the present invention. After reading the above description, various modifications and substitutions of the present invention will become apparent to those skilled in the art. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A train marshaling method for a virtual marshaling control system, characterized in that: The grouping method comprises: S10, sending the marshaling plan to the front car and the rear car to be marshaled; S20, sending the vehicle information of the front vehicle to the rear vehicle, and the rear vehicle establishing vehicle-to-vehicle communication between the front vehicle and the rear vehicle according to the received vehicle information of the front vehicle; S30, the front vehicle and the rear vehicle exchange information through vehicle-to-vehicle communication and control the front vehicle and the rear vehicle to approach each other; S40, the rear vehicle and the front vehicle are respectively checked to see whether they meet the marshaling conditions. If both meet the marshaling conditions, the process proceeds to S50; if any vehicle does not meet the marshaling conditions, the process returns to S40; S50, the front car and the rear car send marshaling status information to the radio block center respectively; S60, after the radio block center confirms receipt of the marshaling status information of the leading train and the trailing train and confirms that the information is consistent, it sends marshaling confirmation information to the leading train and the trailing train respectively; S70: After receiving the marshaling confirmation information, the leading vehicle and the trailing vehicle switch to a virtual marshaling mode.

2. The train marshaling method for a virtual marshaling control system according to claim 1, characterized in that: The step S30 specifically includes the following steps: S301, the front vehicle obtains the current maximum speed limit V of the rear vehicle lim ; S302, the preceding vehicle is configured according to a threshold V diff , calculate the marshaling speed limit value V coupling =V lim -V diff ; S303, determining whether the current speed of the preceding vehicle is greater than the marshaling speed limit value, if so, proceeding to S304; if not, proceeding to S305; S304, the front vehicle decelerates to the marshaling speed limit value V coupling Then, keep driving at a constant speed; S305: The front vehicle travels at a constant speed at the current speed.

3. The train marshaling method for a virtual marshaling control system according to claim 2, characterized in that: In step S301, the leading vehicle obtains the current maximum speed limit V of the following vehicle through vehicle-to-vehicle communication with the following vehicle. lim .

4. The train marshaling method for a virtual marshaling control system according to claim 1, characterized in that: The step S40 includes steps S41 and S42 performed simultaneously, and step S43 performed after S41 and S42, wherein S41-S43 specifically include: S41, the following vehicle checks whether it meets the marshaling conditions; S42, the preceding vehicle checks whether it meets the marshaling conditions; S43, judging whether the front vehicle and the rear vehicle both meet the marshaling conditions, if both meet the marshaling conditions, proceeding to S50; if any vehicle does not meet the marshaling conditions, returning to S41 and S42.

5. The train marshaling method for a virtual marshaling control system according to claim 4, characterized in that: The S41 comprises the following steps: S411, the following vehicle receives a valid marshaling plan; S412, confirming the current position of the following vehicle; S413, the following vehicle drives to the starting position of the formation; S414, the movement authorization destination of the following vehicle is set to the leading vehicle; S415, the following vehicle confirms that the communication status with the preceding vehicle is normal; S416, the following vehicle obtains the real-time positioning of the leading vehicle; S417, determining whether the train in front of the rear vehicle is the front vehicle communicating with the rear vehicle, if so, entering a state of satisfying marshaling conditions, if not, not entering a state of satisfying marshaling conditions.

6. The train marshaling method for a virtual marshaling control system according to claim 5, characterized in that: After step S417, the method further includes step S418, determining whether the distance between the rear vehicle and the front vehicle is less than a set threshold value L. coupling , if it is less than the set threshold L coupling , then continue to drive in the current state; if it is greater than the set threshold L coupling , then adjust the distance between the front vehicle and the rear vehicle.

7. The train marshaling method for a virtual marshaling control system according to claim 6, characterized in that: After step S418, the process further includes step S419, determining whether the following vehicle has integrity. If so, proceeding to the next step. If not, the following vehicle applies the brakes and alerts the control center.

8. The train marshaling method for a virtual marshaling control system according to claim 5, characterized in that: In step S412, confirming the current position of the following vehicle includes: the on-board equipment of the following vehicle checks whether the current positioning of the following vehicle is accurate and valid.

9. The train marshaling method for a virtual marshaling control system according to claim 5, characterized in that: In S411, the following vehicle receives the effective marshaling plan sent by the temporary speed limit server.

10. The train marshaling method for a virtual marshaling control system according to claim 3, characterized in that: The S42 comprises the following steps: S421, the preceding vehicle obtains a valid marshaling plan; S422, confirming the current position of the preceding vehicle and whether the preceding vehicle is within the effective marshaling plan; S423, confirming that the following vehicle that sends the virtual marshaling request is consistent with the following vehicle in the effective marshaling plan; S424: The preceding vehicle enters a state that satisfies marshaling conditions.

11. The train marshaling method for a virtual marshaling control system according to claim 10, characterized in that: After step S424, the process further includes step S425, determining whether the preceding vehicle has integrity, if so, proceeding to the next step; if not, the preceding vehicle applies brakes and alerts the control center.

12. The train marshaling method for a virtual marshaling control system according to claim 1, characterized in that: In step S10, sending the marshaling plan to the leading vehicle and the following vehicle to be marshaled specifically includes: after receiving the marshaling plan sent by the centralized dispatching system, the temporary speed limit server periodically sends it to the leading vehicle and the following vehicle.

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