CN110395300B - Train cooperative formation operation device and method based on vehicle-to-vehicle communication - Google Patents
Train cooperative formation operation device and method based on vehicle-to-vehicle communication Download PDFInfo
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- CN110395300B CN110395300B CN201910694256.XA CN201910694256A CN110395300B CN 110395300 B CN110395300 B CN 110395300B CN 201910694256 A CN201910694256 A CN 201910694256A CN 110395300 B CN110395300 B CN 110395300B
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- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
- B61L23/18—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated specially adapted for changing lengths of track sections in dependence upon speed and traffic density
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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Abstract
The embodiment of the invention provides a train cooperative formation operation device and method based on train-to-train communication. Because the measurement cycle of the relative speed measurement unit and the measurement cycle of the relative distance measurement unit are both short, the first relative speed and the first relative distance have high real-time performance and accuracy, and the ITP can avoid the problem that the speed of the formation train cannot be updated in time along with the formation front train when the speed measurement and the distance measurement are not timely when a target speed curve is determined through the first relative speed and the first relative distance, so that the distance between the formation train and the formation front train is too large. In addition, due to the fact that the real-time performance and accuracy of speed measurement and distance measurement are improved, the ITP can guarantee driving safety even if a safety distance is not reserved when a target speed curve is determined, the distance between trains is further shortened, line resources are saved, and operation efficiency is improved.
Description
Technical Field
The invention relates to the technical field of train-vehicle communication and formation operation, in particular to a train cooperative formation operation device and method based on train-vehicle communication.
Background
Along with the high-speed development of urban rail transit, a train control system VBTC based on vehicle-to-vehicle communication comes up, compared with the traditional CBTC, the system does not need to transmit train information through trackside equipment, directly sends vehicle information to front and rear vehicles through wireless communication equipment, achieves the functions of tracking the front vehicle and the like through direct interaction of the information between the vehicles, and effectively improves the time consumption of large-capacity communication between the vehicle and the ground in the CBTC train control system and the defects of various trackside equipment. Meanwhile, under the operation scenes of tide passenger flow, Y-shaped lines, size marshalling and mixed transportation and the like, the current situation of passenger flow congestion is difficult to change and the bottleneck of transportation capacity is difficult to break through due to the independent operation of train workshops and the limitation of the minimum tracking interval of the train workshops. Once a fault car occurs on an operation line, the fault car can be drawn out only by means of inter-station blocking and train degradation, and the train cross-line operation is very difficult to implement due to different signal systems.
The problem of the aid of ascending and descending trains in tidal passenger flow, the problem of mixed marshalling and transportation of the large and small trains, the problem that line trains cannot run across lines and the problem that fault trains cannot be automatically pulled out can be solved by the cooperative formation and operation of the trains. The method solves the problem of the increase of the assistance of the upstream and downstream trains in tidal passenger flow, and comprises a mode of large marshalling in a large passenger flow direction and small marshalling operation in a small passenger flow direction and a mode of returning the downstream train formation to support the upstream high-density departure and relieve the upstream peak period. On the basis of solving the problem of mixed operation of large and small marshalling, trains are cooperatively marshalled on a line to realize mixed running of the large and small marshalling trains. On the basis of solving the problem that a line train cannot run across lines, on a crossed line, other line trains queue for the local line train. After the formation succeeds, communication with the on-track equipment of the line is not needed, only the line information of the formation master control vehicle is shared, the formation master control vehicle and the speed information of the front vehicles in the formation are referred, and the on-track equipment of the line is driven into the line along with the speed information, so that the constraints of different signal systems are broken through, the transfer time of passengers is saved, and the cross-line operation is realized. When a fault car is not automatically pulled out, and a fault car is processed on a line, the inter-station block is adopted, the access is manually handled, the pull-out is performed in a manual driving mode, and other trains are degraded.
However, in the existing process of train collaborative formation operation, the distance between the vehicles in the formation is far, and although the train driving safety is ensured, the formation has long overall length, occupies more line resources, and affects the normal operation of other trains.
In the practical application process, the inventor finds that the distance of the vehicles in the formation is long in the existing train formation running process, which causes the waste of line resources and the reduction of the train operation efficiency.
Disclosure of Invention
The embodiment of the invention provides a train cooperative formation operation device based on train-vehicle communication, which is used for solving the problems of line resource waste and reduction of train operation efficiency caused by long distance of trains in formation in the process of train formation operation in the prior art.
In view of the above technical problems, an embodiment of the present invention provides a train cooperative formation operation device based on train-to-vehicle communication, including a cooperative formation control system IFO, a relative speed measurement unit, a relative distance measurement unit, an automatic driving system ITO, and an automatic train protection system ITP;
the relative speed measurement unit is used for transmitting a speed measurement pulse to a vehicle before formation in the process that the vehicle after formation runs along with the formation, receiving a speed measurement return pulse obtained by reflecting the speed measurement pulse, and sending the speed measurement return pulse to the IFO;
the relative distance measurement unit is used for transmitting a distance measurement pulse to a vehicle before formation in the process that the vehicle after formation runs along with the formation, receiving a distance measurement return pulse obtained by reflecting the distance measurement pulse, and transmitting the distance measurement return pulse to the IFO;
the IFO is used for determining a first relative speed of the formation vehicle relative to a formation front vehicle according to the speed measurement return pulse, determining a first relative distance of the formation vehicle relative to the formation front vehicle according to the distance measurement return pulse, and sending the first relative speed and the first relative distance to the ITP;
the ITP is used for determining a target speed curve of the formation train according to the first relative speed and the first relative distance and sending the target speed curve to the ITO;
the ITO is used for controlling the formation train to follow the formation to run according to the target speed curve;
the relative speed measuring unit is used for measuring the second relative speed of the formation train relative to the pre-formation train, and the relative distance measuring unit is used for measuring the second relative distance of the formation train relative to the pre-formation train.
In a second aspect, an embodiment of the present invention provides a train cooperative formation operation method based on train-to-vehicle communication, including:
in the process that the formation vehicles run along with formation, a speed measurement pulse is transmitted to a vehicle before formation relative to a speed measurement unit, the speed measurement return pulse obtained by reflecting the speed measurement pulse is received, and the speed measurement return pulse is transmitted to the IFO;
in the process that a formation vehicle runs along with formation, a relative distance measurement unit transmits a distance measurement pulse to a pre-formation vehicle, receives a distance measurement return pulse obtained by reflecting the distance measurement pulse, and transmits the distance measurement return pulse to the IFO;
the IFO determines a first relative speed of the formation vehicle relative to a pre-formation vehicle according to the velocimetry return pulse, determines a first relative distance of the formation vehicle relative to the pre-formation vehicle according to the ranging return pulse, and sends the first relative speed and the first relative distance to the ITP;
the ITP determines a target speed curve of the formation train according to the first relative speed and the first relative distance, and sends the target speed curve to the ITO;
the ITO is used for controlling the formation train to follow the formation to run according to the target speed curve;
the relative speed measuring unit is used for measuring the second relative speed of the formation train relative to the pre-formation train, and the relative distance measuring unit is used for measuring the second relative distance of the formation train relative to the pre-formation train.
The embodiment of the invention provides a train cooperative formation operation device and method based on vehicle-to-vehicle communication. Because the measurement cycle of the relative speed measurement unit and the measurement cycle of the relative distance measurement unit are both short, the first relative speed and the first relative distance have high real-time performance and accuracy, and the ITP can avoid the problem that the speed of the formation train cannot be updated in time along with the formation front train when the speed measurement and the distance measurement are not timely when a target speed curve is determined through the first relative speed and the first relative distance, so that the distance between the formation train and the formation front train is too large. In addition, due to the fact that the real-time performance and accuracy of speed measurement and distance measurement are improved, the ITP can guarantee driving safety even if a safety distance is not reserved when a target speed curve is determined, the distance between trains is further shortened, line resources are saved, and operation efficiency is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, a brief description will be given below of the drawings required for the embodiments or the technical solutions in the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a train cooperative formation operation device based on vehicle-to-vehicle communication according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of peer-to-peer communication between two IFO systems in a cooperative formation according to another embodiment of the present invention;
FIG. 3 is a schematic diagram of a control process for cooperative formation operation according to another embodiment of the present invention;
FIG. 4 is a schematic flow chart of a train cooperative formation operation method based on train-to-vehicle communication according to another embodiment of the present invention;
FIG. 5 is a schematic illustration of an ITP provided by another embodiment of the present invention to determine a speed profile in "normal mode";
FIG. 6 is a schematic illustration of an ITP provided by another embodiment of the present invention to determine a speed profile in "formation mode";
FIG. 7 is a schematic diagram of a queuing process provided by another embodiment of the present invention;
FIG. 8 is a schematic diagram of a process of entering and stopping a formation train according to another embodiment of the present invention;
fig. 9 is a schematic diagram of a process for de-compiling a formation train according to another embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic structural diagram of a train cooperative formation operation device based on train-to-vehicle communication according to this embodiment, and referring to fig. 1, the train cooperative formation operation device based on train-to-vehicle communication includes a cooperative formation control system IFO, a relative speed measurement unit, a relative distance measurement unit, an automatic driving system ITO, and an automatic train protection system ITP;
the relative speed measurement unit is used for transmitting a speed measurement pulse to a vehicle before formation in the process that the vehicle after formation runs along with the formation, receiving a speed measurement return pulse obtained by reflecting the speed measurement pulse, and sending the speed measurement return pulse to the IFO;
the relative distance measurement unit is used for transmitting a distance measurement pulse to a vehicle before formation in the process that the vehicle after formation runs along with the formation, receiving a distance measurement return pulse obtained by reflecting the distance measurement pulse, and transmitting the distance measurement return pulse to the IFO;
the IFO is used for determining a first relative speed of the formation vehicle relative to a formation front vehicle according to the speed measurement return pulse, determining a first relative distance of the formation vehicle relative to the formation front vehicle according to the distance measurement return pulse, and sending the first relative speed and the first relative distance to the ITP;
the ITP is used for determining a target speed curve of the formation train according to the first relative speed and the first relative distance and sending the target speed curve to the ITO;
the ITO is used for controlling the formation train to follow the formation to run according to the target speed curve;
the relative speed measuring unit is used for measuring the second relative speed of the formation train relative to the pre-formation train, and the relative distance measuring unit is used for measuring the second relative distance of the formation train relative to the pre-formation train.
Generally, a head and a tail of a train are provided with a cooperative formation control system IFO, a relative speed measurement unit, a relative distance measurement unit, an automatic driving system ITO (ATO, in the car-to-car communication system, the automatic driving system is abbreviated as ITO in this embodiment) and a train automatic protection system ITP (ATP, in the car-to-car communication system, the automatic driving system is abbreviated as ITP in this embodiment). In addition, the ITS in fig. 1 is an intelligent train monitoring system, TMC is a train management center, and OC is an object controller. MMI is the man-machine interaction interface on the train, IVOC is intelligent vehicle-mounted controller. This embodiment has add the IFO on the train, relative speed unit and relative range unit, at the train along with the in-process of formation collaborative operation, ITP passes through IFO can accurately acquire the first relative velocity and the first relative distance of formation train and formation front truck in real time, because the accuracy and the real-time of first relative velocity and first relative distance, make formation train can in time follow formation front truck update speed, the too big problem of train interval because of measuring the speed and leading to when the range finding untimely has been avoided, can also not reserve safe distance at the in-process of accuse car simultaneously, save line resources, improve the operation efficiency.
The tachometer pulse is generally a pulse signal sent periodically, and the tachometer return pulse is a pulse returned after the tachometer pulse meets an obstacle, where the obstacle includes a car before formation and other obstacles on a road, for example, if the relative tachometer unit is a millimeter wave radar device, the tachometer pulse is a millimeter wave, and the tachometer return pulse is a wave returned after the sent millimeter wave meets the obstacle. Similarly, the distance measuring pulse is also a pulse signal which is sent periodically, and the distance measuring return pulse is a pulse which is returned after the distance measuring pulse meets an obstacle, for example, if the relative distance measuring unit is a laser radar device, the distance measuring pulse is a laser, and the distance measuring return pulse is a laser which is sent out after the laser meets the obstacle and returns, wherein the obstacle comprises a vehicle before formation and other obstacles on the road.
Further, the IFO is configured to determine a first relative speed of the pre-formation train with respect to the pre-formation train according to the tachometer return pulse, and since most of the tachometer return pulses are returned by the pre-formation train, the first relative speed of the pre-formation train is analyzed by a pulse with a higher concentration in the tachometer return pulse, and the first relative speed is calculated by, for example, determining the first relative speed of the pre-formation train and the pre-formation train according to a doppler effect by the IFO from a frequency change of the transmitted tachometer pulse and the received tachometer return pulse.
Further, determining the first relative distance of the pre-formation vehicle with respect to the pre-formation vehicle based on the ranging return pulse may be performed by analyzing the first relative distance with respect to the pre-formation vehicle by a more concentrated pulse among the ranging return pulses since most of the ranging pulses are returned by the pre-formation vehicle. The first relative distance of the formation train and the formation front is determined, for example, based on the propagation speed of the laser in the air and the time interval between the sending of the ranging pulse and the receipt of the ranging return pulse.
The embodiment provides a train is formation operation device in coordination based on car-to-car communication sets up IFO, relative speed measuring unit, relative range unit, ITO and ITP on the train, measures the first relative velocity and the first relative distance of formation train and formation front truck through IFO, relative speed measuring unit, relative range unit. Because the measurement cycle of the relative speed measurement unit and the measurement cycle of the relative distance measurement unit are both short, the first relative speed and the first relative distance have high real-time performance and accuracy, and the ITP can avoid the problem that the speed of the formation train cannot be updated in time along with the formation front train when the speed measurement and the distance measurement are not timely when a target speed curve is determined through the first relative speed and the first relative distance, so that the distance between the formation train and the formation front train is too large. In addition, due to the fact that the real-time performance and accuracy of speed measurement and distance measurement are improved, the ITP can guarantee driving safety even if a safety distance is not reserved when a target speed curve is determined, the distance between trains is further shortened, line resources are saved, and operation efficiency is improved.
Further, on the basis of the above embodiment, the system further comprises a point-to-point communication unit;
the point-to-point communication unit is used for sending first data to the pre-formation vehicle or receiving second data sent by the pre-formation vehicle and sending the received second data to the IFO, and the IFO sends the second data to the ITP.
Further, the first data comprises position information and speed information of the formation train, and the second data comprises position information and speed information of the pre-formation train.
Fig. 2 is a schematic diagram of point-to-point communication between two IFO systems of a collaborative formation provided in this embodiment, referring to fig. 2, a front IFO system of a rear vehicle performs point-to-point communication with a rear IFO system of a front vehicle, a front-end and rear-end collaborative formation control systems in a vehicle do not have direct connection, and information is transmitted between the two systems by an ITP hard wire.
The embodiment provides a train cooperative formation operation device based on vehicle-to-vehicle communication, and a point-to-point communication unit realizes quick communication between front and rear vehicles.
Further, on the basis of the above embodiments, the IFO, the relative speed measurement unit, the relative distance measurement unit, the point-to-point communication unit, the ITP, and the ITO are provided at both the head and the tail of the formation train;
the relative speed measuring unit comprises millimeter wave radar equipment, and the relative distance measuring unit comprises laser radar equipment; the point-to-point communication unit comprises a device for 5G communication, a device for wireless local area network WLAN communication or a device for Bluetooth communication;
the point-to-point communication unit arranged at the head of the pre-formation train transmits the first data to the point-to-point communication unit arranged at the tail of the pre-formation train, or receives the second data transmitted by the point-to-point communication unit arranged at the tail of the pre-formation train.
This embodiment provides a train is formation in coordination running device based on car-to-car communication, can improve the formation train to the accuracy that the formation front truck tested the speed and was fixed a position through setting up these simple equipment of millimeter wave radar equipment, laser radar equipment and point-to-point communication unit on the train.
Further, on the basis of the foregoing embodiments, the ITP is configured to determine a target speed profile of the formation train according to the first relative speed and the first relative distance, and includes:
the ITP obtains a fusion relative speed of the formation train relative to a pre-formation vehicle according to the first relative speed and the second relative speed, and obtains a fusion relative distance of the formation train relative to the pre-formation vehicle according to the first relative distance and the second relative distance;
and the ITP takes the tail of the pre-formation train as the end point of the formation train movement authorization, determines an emergency braking trigger line of the formation train according to the fusion relative distance and the end point of the formation train movement authorization, and determines the target speed curve according to the emergency braking trigger line and the fusion relative speed.
During formation cooperative operation, the ITP may be determined only according to the first relative speed and the first relative distance when determining the target speed curve, or may be determined by combining the first relative speed, the first relative distance, and a second relative speed and a second relative distance of the formation train relative to the pre-formation train measured by the ITP.
Further, the obtaining, by the ITP, a fusion relative speed of the formation train relative to a pre-formation train according to the first relative speed and the second relative speed includes: calculating a first product of the first relative velocity and a first velocity weight, calculating a second product of the second relative velocity and a second velocity weight, and taking the sum of the first product and the second product as the fused relative velocity. The first speed weight and the second speed weight are preset weight values.
Further, obtaining a fusion relative distance of the formation train relative to a pre-formation train according to the first relative distance and the second relative distance includes: calculating a third product of the first relative distance and a first distance weight, calculating a fourth product of the second relative distance and a second distance weight, and taking the sum of the third product and the fourth product as the fused relative distance. The first distance weight and the second distance weight are preset weight values.
This embodiment refers to a manner in which the ITP determines the target speed profile by combining the first relative speed and the first relative distance measured by the IFO as the "formation mode", and a manner in which the target speed profile is determined only based on the second relative speed and the second relative distance measured by the ITP itself as the "normal mode". Fig. 3 is a schematic diagram of a control process of the cooperative formation operation provided by the embodiment, and the ITP determines a target speed curve through a "formation mode" in the process that a train runs along with the formation. In the case of train operation alone, the ITP determines the target speed profile through the "normal mode". Referring to fig. 3, WS is a functional unit for measuring a second relative speed and a second relative distance, and during the coordinated formation operation, the ITP and the ITO are operated in the "formation mode", and the ITP determines a target speed curve of the formation train by combining the first relative speed and the first relative distance measured by the IFP.
The emergency braking trigger line refers to a train at a position where braking is initiated when the speed is equal to the speed of the emergency braking trigger line, and the stopping point is just the movement authorization end point. And determining an emergency braking trigger line of the formation train according to the fusion relative distance and the movement authorized terminal of the formation train, calculating the speed of the formation train at a certain position when the formation train starts to brake at the certain position and just stops at the movement authorized terminal of the formation train, and calling a curve representing the speed of each position as the emergency braking trigger line. Determining a target speed curve of the formation train according to the emergency braking trigger line and the fusion relative speed, wherein the target speed curve comprises: and determining a speed curve for ensuring that the speed of the train does not exceed the emergency braking trigger line according to the fused relative speed, and taking the speed curve as a target speed curve.
This embodiment provides a train is formation in coordination running device based on car-to-car communication, in formation in coordination running's in-process, through fusing IFO and ITP measuring speed guaranteed to be used for the accuracy of the amalgamation relative speed of calculation and amalgamation relative distance, reduced measuring error, avoided the too big problem of two car distances because of measuring error leads to, simultaneously, when calculating target speed curve with the rear of a vehicle of the front of formation as the terminal point of removal authorization has further shortened the interval of two cars.
In a second aspect, fig. 4 is a schematic flowchart of a train cooperative formation operation method based on train-to-vehicle communication according to this embodiment, and referring to fig. 4, the method includes:
401: in the process that the formation vehicles run along with formation, a speed measurement pulse is transmitted to a vehicle before formation relative to a speed measurement unit, the speed measurement return pulse obtained by reflecting the speed measurement pulse is received, and the speed measurement return pulse is sent to an IFO (intermediate frequency offset);
402: in the process that a formation vehicle runs along with formation, a relative distance measurement unit transmits a distance measurement pulse to a pre-formation vehicle, receives a distance measurement return pulse obtained by reflecting the distance measurement pulse, and transmits the distance measurement return pulse to the IFO;
403: the IFO determines a first relative speed of the formation vehicle relative to a pre-formation vehicle according to the velocimetry return pulse, determines a first relative distance of the formation vehicle relative to the pre-formation vehicle according to the ranging return pulse, and sends the first relative speed and the first relative distance to the ITP;
404: the ITP determines a target speed curve of the formation train according to the first relative speed and the first relative distance, and sends the target speed curve to the ITO;
405: the ITO is used for controlling the formation train to follow the formation to run according to the target speed curve;
the relative speed measuring unit is used for measuring the second relative speed of the formation train relative to the pre-formation train, and the relative distance measuring unit is used for measuring the second relative distance of the formation train relative to the pre-formation train.
Referring to fig. 3, during the formation cooperative operation, the ITP determines a target speed curve through the above-mentioned "formation mode", and when determining the target speed curve in the "formation mode", in order to further shorten the distance between trains, the tail of the train before formation is used as the end point of the formation train movement authorization. Fig. 5 is a schematic diagram of the ITP provided by the embodiment for determining the speed curve in the "normal mode", and fig. 6 is a schematic diagram of the ITP provided by the embodiment for determining the speed curve in the "convoy mode", referring to fig. 5 and 6, in the case that the car 1 runs behind the car 2 in the "normal mode", as shown in fig. 5, an emergency braking trigger line EBI is determined, and the movement authorization end point of the car needs to be considered as a safe distance for the front car tail to retract (i.e. the movement authorization end point PP of the car 1 retracts by a safe distance S1 at the car tail of the car 2). In the case of a "formation mode" in which the departure car 1 is operated with the car 2, as shown in fig. 6, the determination of the emergency braking trigger line EBI may be made without taking into account the safety distance, i.e. the movement authorization end point of the car 1 is the PP of the car 2 at the rear end of the car 2.
Meanwhile, when the target speed curve is determined according to the emergency braking trigger line, the fusion relative distance and the fusion relative speed, as shown in fig. 5, in the normal mode, due to poor instantaneity and accuracy of the second relative distance and the second relative speed between the ITP measurement and the front train, the train cannot update the target speed curve according to the front train in time, and the distance between the two trains in the running process is shortened. As shown in fig. 6, in the "formation mode", the speed of the formation train can be adjusted in time in accordance with the pre-formation train, so that the target speed curve can be updated in time, and the distance to the pre-formation train can be shortened (that is, the distance S2 between the stop point OP of the formation train and the movement authorization end point is shortened).
Specifically, in the process of formation cooperative operation, as shown in fig. 3, the interactive process of the intelligent train monitoring system ITS and the train includes: (1) the ITS issues a formation plan to the trains (train 1 and train 2) in the formation, and the trains in the formation share the same table number. (2) And reporting the train state to the ITS as usual, applying for turnout and inquiring line information to the OC during the running process of the trains in the formation. (3) And in the cooperative operation process, the ITP and the ITO are switched to a formation mode to operate.
The embodiment provides a train cooperative formation operation method based on vehicle-to-vehicle communication, wherein an IFO (inertial navigation System), a relative speed measurement unit, a relative distance measurement unit, an ITO (indium tin oxide) and an ITP (integrated transmission protocol) are arranged on a train, and a first relative speed and a first relative distance between a formation train and a pre-formation vehicle are measured through the IFO, the relative speed measurement unit and the relative distance measurement unit. Because the measurement cycle of the relative speed measurement unit and the measurement cycle of the relative distance measurement unit are both short, the first relative speed and the first relative distance have high real-time performance and accuracy, and the ITP can avoid the problem that the speed of the formation train cannot be updated in time along with the formation front train when the speed measurement and the distance measurement are not timely when a target speed curve is determined through the first relative speed and the first relative distance, so that the distance between the formation train and the formation front train is too large. In addition, due to the fact that the real-time performance and accuracy of speed measurement and distance measurement are improved, the ITP can guarantee driving safety even if a safety distance is not reserved when a target speed curve is determined, the distance between trains is further shortened, line resources are saved, and operation efficiency is improved.
Further, on the basis of the above embodiment, the method further includes:
after receiving a formation command sent by an intelligent train monitoring system ITS, a train which is not formed into a formation sends formation application information to a master control train in the formation through a point-to-point communication unit on the train according to the formation command, and the train which is not formed into a formation is taken as the formation train to follow the formation after receiving information which is sent by the master control train and agrees to the formation.
Fig. 7 is a schematic diagram of the formation process provided in this embodiment, and referring to fig. 7, the process of entering a train into a formation includes: the ITS sends a formation command to the trains (train 1 and train 2) to be formed, wherein the command contains information of the number and sequence of the trains to be formed, the first train of the trains to be formed and the like; after the vehicles 1 and 2 receive the ITS formation command, the following vehicle applies formation information to the master control vehicle (vehicle 2), and the master control vehicle agrees to apply formation of the following vehicle (vehicle 1), the two vehicles enter a formation mode to operate; the master control car and the following cars report to the ITS, and the number and sequence of trains in the formation mode are entered at the moment.
In the formation process, the trains use the EBI and SBI algorithms of the trains in the common mode because the formation is not operated cooperatively.
This embodiment provides a train is formation in coordination running device based on car-to-car communication, can in time apply for the formation to the master control car through point-to-point communication unit, avoids the formation that communication delay leads to untimely.
Further, on the basis of the above embodiments, the method further includes:
when the formation train enters a parking area along with the formation operation, a parking point corresponding to the formation train in the parking area is determined according to the position of the formation train in the formation, and the formation train is controlled to park at the parking point.
Fig. 8 is a schematic diagram of the train formation entering and stopping process provided by the embodiment, referring to fig. 8, since the trains in formation cooperative operation all use the same table number, that is, if the train 1 and the train 2 enter the station 1 to stop, the same stopping area a is set, but in order to enable the train formation to stop accurately, the stopping area is divided into a1 and a 2. In the case of finely dividing the parking area, the process of entering and parking the formation train comprises the following steps: and the trains in the formation are accurately stopped by inquiring the electronic map and combining the positions of the trains in the formation. For example, taking the formation of cars 1 and 2 in fig. 8 as an example, if the car is a master car, the query indicates that a1 is the parking spot, and if the car is a follower car, the query indicates that a2 is the parking spot.
The embodiment provides a train is formation running device in coordination based on car-to-car communication, through the parking spot that parking area set up for each train, has realized the accurate parking of each train in the formation.
Further, on the basis of the above embodiments, the method further includes:
in the process that the formation train runs along with formation, if a de-compilation command sent by an ITS (intelligent transportation system) and de-compiled from the current formation is received, sending information for applying de-compilation to a master control train in the formation through a point-to-point communication unit on the formation train, and separating from the formation after receiving information which is sent by the master control train and agrees to de-compilation.
Fig. 9 is a schematic diagram of the train formation de-compilation process provided in this embodiment, and referring to fig. 9, the de-compilation process includes: the ITS sends a decoding command to the train needing decoding (possibly a train 1, a train 2 or a train 1 and a train 2), wherein the decoding command contains decoding train information and formation state information after decoding; after the vehicle 1 and the vehicle 2 receive the ITS formation command, the following vehicle (the vehicle 1) applies for the editing-releasing information to the main control vehicle (the vehicle 2), and after the main control vehicle agrees to the editing-releasing application of the following vehicle, the two vehicles disconnect the formation link and return to the normal mode for operation; the master control vehicle and other following vehicles report the state of the decommissioning queue to the ITS; the ITS sends the solution train a plan for a new train.
The train cooperative formation operation device and method based on train-to-train communication can support cooperative intelligent control among multiple trains, flexibly adjust the overall operation condition according to tidal passenger flow and main and branch passenger flow, match the lengths of platforms and trains, adjust the number of trains, adjust spacing distance and the like, relieve the peak operation pressure in the morning and evening, realize ultra-short distance tracking operation, solve the embarrassment situation that a train cross-line operation system is incompatible through multi-train formation cooperative operation, realize functions of automatic pulling out of a fault train and the like, save train-to-ground large-capacity communication, and improve train operation efficiency.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the embodiments of the present invention, and are not limited thereto; although embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (8)
1. A train cooperative formation operation device based on vehicle-to-vehicle communication is characterized by comprising a cooperative formation control system IFO, a relative speed measurement unit, a relative distance measurement unit, an automatic driving system ITO and a train automatic protection system ITP;
the relative speed measurement unit is used for transmitting a speed measurement pulse to a vehicle before formation in the process that the vehicle after formation runs along with the formation, receiving a speed measurement return pulse obtained by reflecting the speed measurement pulse, and sending the speed measurement return pulse to the IFO;
the relative distance measurement unit is used for transmitting a distance measurement pulse to a vehicle before formation in the process that the vehicle after formation runs along with the formation, receiving a distance measurement return pulse obtained by reflecting the distance measurement pulse, and transmitting the distance measurement return pulse to the IFO;
the IFO is used for determining a first relative speed of the formation vehicle relative to a formation front vehicle according to the speed measurement return pulse, determining a first relative distance of the formation vehicle relative to the formation front vehicle according to the distance measurement return pulse, and sending the first relative speed and the first relative distance to the ITP;
the ITP is used for determining a target speed curve of the formation train according to the first relative speed and the first relative distance and sending the target speed curve to the ITO;
the ITO is used for controlling the formation train to follow the formation to run according to the target speed curve;
the relative speed measuring unit is used for measuring the second relative speed of the formation train relative to the pre-formation train, and the relative distance measuring unit is used for measuring the second relative distance of the formation train relative to the pre-formation train;
the ITP is configured to determine a target speed profile of the formation train from the first relative speed and the first relative distance, comprising:
the ITP obtains a fusion relative speed of the formation train relative to a pre-formation vehicle according to the first relative speed and the second relative speed, and obtains a fusion relative distance of the formation train relative to the pre-formation vehicle according to the first relative distance and the second relative distance;
and the ITP takes the tail of the pre-formation train as the end point of the formation train movement authorization, determines an emergency braking trigger line of the formation train according to the fusion relative distance and the end point of the formation train movement authorization, and determines the target speed curve according to the emergency braking trigger line and the fusion relative speed.
2. The train cooperative formation operation device based on car-to-car communication according to claim 1, further comprising a point-to-point communication unit;
the point-to-point communication unit is used for sending first data to the pre-formation vehicle or receiving second data sent by the pre-formation vehicle and sending the received second data to the IFO, and the IFO sends the second data to the ITP.
3. The train cooperative formation operation device based on train-to-vehicle communication according to claim 2, wherein the IFO, the relative speed measurement unit, the relative distance measurement unit, the point-to-point communication unit, the ITP and the ITO are provided at both the head and tail of the formation train;
the relative speed measuring unit comprises millimeter wave radar equipment, and the relative distance measuring unit comprises laser radar equipment;
the point-to-point communication unit comprises a device for 5G communication, a device for wireless local area network WLAN communication or a device for Bluetooth communication;
the point-to-point communication unit arranged at the head of the pre-formation train transmits the first data to the point-to-point communication unit arranged at the tail of the pre-formation train, or receives the second data transmitted by the point-to-point communication unit arranged at the tail of the pre-formation train.
4. A train cooperative formation operation method based on vehicle-to-vehicle communication is characterized by comprising the following steps:
in the process that the formation vehicles run along with formation, a speed measurement pulse is transmitted to a vehicle before formation relative to a speed measurement unit, the speed measurement return pulse obtained by reflecting the speed measurement pulse is received, and the speed measurement return pulse is sent to an IFO (intermediate frequency offset);
in the process that a formation vehicle runs along with formation, a relative distance measurement unit transmits a distance measurement pulse to a pre-formation vehicle, receives a distance measurement return pulse obtained by reflecting the distance measurement pulse, and transmits the distance measurement return pulse to the IFO;
the IFO determines a first relative speed of the formation vehicle relative to a pre-formation vehicle according to the velocimetry return pulse, determines a first relative distance of the formation vehicle relative to the pre-formation vehicle according to the ranging return pulse, and sends the first relative speed and the first relative distance to the ITP;
the ITP determines a target speed curve of the formation train according to the first relative speed and the first relative distance, and sends the target speed curve to the ITO;
the ITO is used for controlling the formation train to follow the formation to run according to the target speed curve;
the relative speed measuring unit is used for measuring the second relative speed of the formation train relative to the pre-formation train, and the relative distance measuring unit is used for measuring the second relative distance of the formation train relative to the pre-formation train;
the ITP determining a target speed profile for the formation train from the first relative speed and the first relative distance, comprising:
the ITP obtains a fusion relative speed of the formation train relative to a pre-formation vehicle according to the first relative speed and the second relative speed, and obtains a fusion relative distance of the formation train relative to the pre-formation vehicle according to the first relative distance and the second relative distance;
and the ITP takes the tail of the pre-formation train as the end point of the formation train movement authorization, determines an emergency braking trigger line of the formation train according to the fusion relative distance and the end point of the formation train movement authorization, and determines the target speed curve according to the emergency braking trigger line and the fusion relative speed.
5. The train cooperative formation operation method based on vehicle-to-vehicle communication according to claim 4, further comprising:
and if the ITP fails, the IFO determines a target speed curve of the formation train according to the first relative speed and the first relative distance and sends the target speed curve to the ITO.
6. The train cooperative formation operation method based on vehicle-to-vehicle communication according to claim 4, further comprising:
after receiving a formation command sent by an intelligent train monitoring system ITS, a train which is not formed into a formation sends formation application information to a master control train in the formation through a point-to-point communication unit on the train according to the formation command, and the train which is not formed into a formation is taken as the formation train to follow the formation after receiving information which is sent by the master control train and agrees to the formation.
7. The train cooperative formation operation method based on vehicle-to-vehicle communication according to claim 4, further comprising:
when the formation train enters a parking area along with the formation operation, a parking point corresponding to the formation train in the parking area is determined according to the position of the formation train in the formation, and the formation train is controlled to park at the parking point.
8. The train cooperative formation operation method based on vehicle-to-vehicle communication according to claim 4, further comprising:
in the process that the formation train runs along with formation, if a de-compilation command sent by an ITS (intelligent transportation system) and de-compiled from the current formation is received, sending information for applying de-compilation to a master control train in the formation through a point-to-point communication unit on the formation train, and separating from the formation after receiving information which is sent by the master control train and agrees to de-compilation.
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