CN112441086B - Rail vehicle, control method and system thereof and train control and management system - Google Patents
Rail vehicle, control method and system thereof and train control and management system Download PDFInfo
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- CN112441086B CN112441086B CN201910817286.5A CN201910817286A CN112441086B CN 112441086 B CN112441086 B CN 112441086B CN 201910817286 A CN201910817286 A CN 201910817286A CN 112441086 B CN112441086 B CN 112441086B
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- 238000000034 method Methods 0.000 title claims abstract description 23
- 238000011217 control strategy Methods 0.000 claims description 25
- 238000001514 detection method Methods 0.000 claims description 21
- 230000001133 acceleration Effects 0.000 claims description 13
- 230000011664 signaling Effects 0.000 claims description 9
- 238000004891 communication Methods 0.000 claims description 7
- 230000009467 reduction Effects 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 8
- 238000012545 processing Methods 0.000 description 6
- 238000012360 testing method Methods 0.000 description 5
- 230000009471 action Effects 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 230000002159 abnormal effect Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000035484 reaction time Effects 0.000 description 2
- 230000009977 dual effect Effects 0.000 description 1
- 230000004927 fusion Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/041—Obstacle detection
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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
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L21/00—Station blocking between signal boxes in one yard
- B61L21/10—Arrangements for trains which are closely following one another
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The present disclosure relates to a rail vehicle, a control method, a control system, and a train control and management system thereof, capable of realizing operation control of an all-line rail vehicle. A method of rail vehicle control, the method comprising: receiving information of a target railway vehicle positioned in front of a railway vehicle and the current speed of the railway vehicle; controlling the own rail vehicle to operate based on the information of the target rail vehicle and the current vehicle speed and determining the operation requirement for the target rail vehicle; and transmitting the operational requirement for the target rail vehicle to a central server, such that the central server transmits the operational requirement for the target rail vehicle to the target rail vehicle, such that the target rail vehicle operates based on the operational requirement for the target rail vehicle.
Description
Technical Field
The present disclosure relates to the field of vehicles, and in particular, to a rail vehicle, a control method, a control system, and a train control and management system thereof.
Background
The existing rail vehicle control method comprises the following steps: according to the working conditions of the vehicle running in different road conditions, places and natural environments and the characteristics of obstacles, the output data of the video camera device, the laser radar device, the infrared testing device, the ultrasonic testing device and the GPS testing sources are subjected to data fusion, the advantage complementation of the testing devices is realized, the detection and early warning of the obstacles are completed, and the running of the vehicle is controlled. However, this method can only realize the running control of the own vehicle, but cannot realize the running control of the all-line railway vehicle.
Disclosure of Invention
The invention aims to provide a railway vehicle, a control method and a control system thereof and a train control and management system, which can realize the running control of an all-line railway vehicle.
According to a first embodiment of the present disclosure, there is provided a railway vehicle control method including: receiving information of a target railway vehicle positioned in front of a railway vehicle and the current speed of the railway vehicle; controlling the own rail vehicle to operate based on the information of the target rail vehicle and the current vehicle speed and determining the operation requirement for the target rail vehicle; and transmitting the operational requirement for the target rail vehicle to a central server, such that the central server transmits the operational requirement for the target rail vehicle to the target rail vehicle, such that the target rail vehicle operates based on the operational requirement for the target rail vehicle.
Optionally, the self-track vehicle includes a train control and management system and a signal system, the controlling the self-track vehicle to operate and determining an operating requirement for the target track vehicle includes: determining, by the train control and management system, a need for operation for the target rail vehicle; and the train control and management system and the signal system are used for redundantly controlling the running of the railway vehicle.
Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the controlling the own rail vehicle to operate and determining the operation requirement for the target rail vehicle includes:
Controlling the own rail vehicle to keep a current running state under the condition that the relative speed is less than 0;
Controlling the own rail vehicle to maintain a current running state under the condition that the relative speed is equal to 0, and determining that the running requirement on the target rail vehicle is to maintain the current running state or accelerate;
Controlling the own rail vehicle to brake and determining that the operation requirement of the target rail vehicle is brake when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed;
controlling the own rail vehicle to decelerate and brake under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
Judging whether a theoretical braking distance is equal to or greater than the relative distance under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the own railway vehicle to brake and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the railway vehicle to keep a current running state when the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute common braking deceleration when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, and controlling the railway vehicle to execute safe braking when the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate.
According to a second embodiment of the present disclosure, there is provided a train control and management system including: the receiving module is used for receiving information of a target railway vehicle positioned in front of the railway vehicle and the current speed of the railway vehicle; the control module is used for controlling the running of the own rail vehicle based on the information of the target rail vehicle and the current vehicle speed and determining the running requirement for the target rail vehicle; and a communication module for transmitting the operational requirement for the target rail vehicle to a central server, such that the central server transmits the operational requirement for the target rail vehicle to the target rail vehicle, such that the target rail vehicle operates based on the operational requirement for the target rail vehicle.
Optionally, the communication module is implemented by a signal system of the own rail vehicle, and the signal system and the control module together redundantly control the own rail vehicle to perform the operation.
Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the control module is configured to:
Controlling the own rail vehicle to keep a current running state under the condition that the relative speed is less than 0;
Controlling the own rail vehicle to maintain a current running state under the condition that the relative speed is equal to 0, and determining that the running requirement on the target rail vehicle is to maintain the current running state or accelerate;
Controlling the own rail vehicle to brake and determining that the operation requirement of the target rail vehicle is brake when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed;
controlling the own rail vehicle to decelerate and brake under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
Judging whether a theoretical braking distance is equal to or greater than the relative distance under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the own railway vehicle to brake and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the railway vehicle to keep a current running state when the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute common braking deceleration when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, and controlling the railway vehicle to execute safe braking when the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate.
According to a third embodiment of the present disclosure, a rail vehicle is provided comprising a train control and management system according to the second embodiment of the present disclosure.
According to a fourth embodiment of the present disclosure, there is provided a railway vehicle control system including: a train control and management system installed on the own rail vehicle, and for receiving information of a target rail vehicle located in front of the own rail vehicle and a current vehicle speed of the own rail vehicle, controlling the own rail vehicle to operate based on the information of the target rail vehicle and the current vehicle speed and determining an operation demand for the target rail vehicle, and transmitting the operation demand for the target rail vehicle to a center server; an obstacle detection device mounted on the own rail vehicle and configured to detect information of the target rail vehicle located in front of the own rail vehicle and transmit the detected information of the target rail vehicle to the train control and management system; and the central server is positioned outside the self-track vehicle and is used for receiving the running requirement for the target track vehicle from the train control and management system and transmitting the running requirement for the target track vehicle to the target track vehicle so that the target track vehicle runs based on the running requirement for the target track vehicle.
Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the train control and management system is configured to:
Controlling the own rail vehicle to keep a current running state under the condition that the relative speed is less than 0;
Controlling the own rail vehicle to maintain a current running state under the condition that the relative speed is equal to 0, and determining that the running requirement on the target rail vehicle is to maintain the current running state or accelerate;
Controlling the own rail vehicle to brake and determining that the operation requirement of the target rail vehicle is brake when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed;
controlling the own rail vehicle to decelerate and brake under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
Judging whether a theoretical braking distance is equal to or greater than the relative distance under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the own railway vehicle to brake and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the railway vehicle to keep a current running state when the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute common braking deceleration when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, and controlling the railway vehicle to execute safe braking when the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate.
Optionally, the obstacle detection device comprises at least one of a radar device, a vision device, an infrared device, a global satellite positioning system.
Through adopting above-mentioned technical scheme, because can be based on the information of target rail vehicle and the current speed control own rail vehicle operation of own rail vehicle and confirm the operation demand to target rail vehicle, can transmit the operation demand to target rail vehicle through central server again for target rail vehicle can be based on the operation demand to target rail vehicle and move, just so realized own rail vehicle and the coordinated control of preceding target rail vehicle, so can avoid collision or reduce collision loss effectively, control all-line rail vehicle's action effectively, guarantee all-line rail vehicle's operating efficiency. In addition, the staff of the control center can also acquire the condition of the all-line railway vehicle from the center server in time, so that the staff can be dispatched in time for processing.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
FIG. 1 is a flow chart of a rail vehicle control method according to one embodiment of the present disclosure.
Fig. 2 is a schematic block diagram of a train control and management system according to one embodiment of the present disclosure.
Fig. 3 shows a schematic block diagram of a rail vehicle according to one embodiment of the present disclosure.
Fig. 4 shows a control flow diagram of a rail vehicle according to one embodiment of the present disclosure.
Fig. 5 is a schematic block diagram of a rail vehicle control system according to one embodiment of the present disclosure.
Fig. 6 shows an application scenario schematic of a rail vehicle control system according to one embodiment of the present disclosure.
Fig. 7 is a flowchart of the operation of a rail vehicle control system according to one embodiment of the present disclosure.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
Before describing in detail embodiments that are in accordance with the present disclosure, the meanings of the related terms used in the present disclosure are first explained.
Braking refers to controlling the rail vehicle to slow down until it is stopped in a safe braking manner. Safety braking means that the electric braking is not active, only the mechanical braking is active, and the braking deceleration depends on the properties of the railway vehicle mechanical brake product, which may be 1.2m/s 2, for example.
The deceleration braking refers to calculating a deceleration command according to the braking performance of the railway vehicle and the relative distance S 0 between the railway vehicle and the front target railway vehicle, and controlling the railway vehicle to decelerate until stopping according to the deceleration in the calculated deceleration command.
Service brake deceleration refers to controlling the rail vehicle to slow down until it is stopped in a service brake mode. Service braking means that both electric and mechanical braking are active, the braking deceleration depending on the properties of the rail vehicle mechanical brake product, which may be 1.0m/s 2, for example.
The theoretical braking distance S Theory of refers to a braking distance theoretically calculated based on the current vehicle speed of the railway vehicle.
The collision-proof tolerable distance Δs refers to a distance between two vehicles in which the two vehicles are stopped and the two vehicles can be prevented from colliding with each other. The collision-preventing tolerable distance delta S is a positive number, and is set by taking the reaction time of detection of the target railway vehicle, the control reaction time of the own railway vehicle and other factors into consideration.
Fig. 1 shows a flowchart of a rail vehicle Control method according to one embodiment of the present disclosure, as shown in fig. 1, including the following steps S11 to S13, which may be performed by a Train Control and management system (Train Control AND MANAGEMENT SYSTEM, TCMS) on a rail vehicle.
In step S11, information of a target rail vehicle located in front of the own rail vehicle and a current vehicle speed of the own rail vehicle are received. Wherein information of the target railway vehicle can be acquired from an obstacle detection device mounted on the own railway vehicle. The obstacle detection means may include radar means such as a laser radar, a millimeter wave radar, visual means such as a camera, infrared means, ultrasonic detection means, a global satellite positioning system, and the like.
In step S12, the own rail vehicle is controlled to operate based on the information of the target rail vehicle and the current vehicle speed and the operation demand for the target rail vehicle is determined.
In step S13, the operation demand for the target rail vehicle is transmitted to the center server, so that the center server transmits the operation demand for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation demand for the target rail vehicle. Wherein the operational requirements for the target rail vehicle are, for example, a requirement for acceleration, deceleration, etc. of the front target rail vehicle.
In the present disclosure, a center server refers to a server capable of managing an all-line railway vehicle, the center server being located outside the own railway vehicle.
Through adopting above-mentioned technical scheme, because can be based on the information of target rail vehicle and the current speed control own rail vehicle operation of own rail vehicle and confirm the operation demand to target rail vehicle, can transmit the operation demand to target rail vehicle through central server again for target rail vehicle can be based on the operation demand to target rail vehicle and move, just so realized own rail vehicle and the coordinated control of preceding target rail vehicle, so can avoid collision or reduce collision loss effectively, control all-line rail vehicle's action effectively, guarantee all-line rail vehicle's operating efficiency. In addition, the staff of the control center can also acquire the condition of the all-line railway vehicle from the center server in time, so that the staff can be dispatched in time for processing.
In one embodiment, the present rail vehicle includes a TCMS and a signaling system, wherein the signaling system will be described in detail below. Then, in step S12, the operational demand for the target rail vehicle may be determined by the TCMS; the TCMS and the signal system are used for controlling the running of the railway vehicle in a redundancy way. This enables dual control, more effectively avoiding collisions or reducing collision losses.
In one embodiment, the information of the target rail vehicle includes a relative speed and a relative distance S 0 between the own rail vehicle and the target rail vehicle. The relative speed is a vector, and is generally expressed as positive or negative relative speed, and in the present disclosure, the relative speed is negative, that is, less than 0, to indicate that the vehicle is far away from each other, but does not mean that the vehicle speed is necessarily less than the front target rail vehicle speed, and the relative speed is positive, that is, greater than 0, to indicate that the vehicle is near each other. Controlling the own rail vehicle to operate and determining the operation requirement for the target rail vehicle as described in step S12 may include:
(1) When the relative speed is less than 0, the track vehicle and the target track vehicle are far away from each other, so that collision possibility does not exist, the track vehicle is only controlled to keep the current running state, and the running requirement for the target track vehicle is not required to be sent to the target track vehicle through the central server in the condition, namely the target track vehicle only needs to run according to the self requirement.
(2) In the case of a relative speed equal to 0, this means that the relative distance between the own rail vehicle and the target rail vehicle remains unchanged, in which case there is no possibility of collision, so that the own rail vehicle is only controlled to remain in the current operating state, and it can be determined that the operating demand for the target rail vehicle is to remain in the current operating state or accelerate.
(3) In the case where the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, which means that the own rail vehicle and the target rail vehicle are traveling in opposite directions, the own rail vehicle is controlled to brake, and the running demand for the target rail vehicle is determined to be the brake.
(4) In the case where the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed, which means that the target railway vehicle is in a stationary state, the own railway vehicle is controlled to be decelerated and braked.
(5) In the case where the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, which means that the own rail vehicle and the target rail vehicle are traveling in the same direction and the current speed of the target rail vehicle is less than the current vehicle speed of the own rail vehicle, it is necessary to further determine whether the theoretical braking distance S Theory of is equal to or greater than the relative distance S 0. If the theoretical braking distance S Theory of is greater than or equal to the relative distance S 0, which indicates that the risk of collision is great, the present rail vehicle is controlled to brake and the running requirement of the target rail vehicle is determined to be acceleration, so that the relative distance between the two is increased by accelerating the target rail vehicle through the present rail vehicle to brake, and the collision is avoided. If the theoretical braking distance S Theory of is less than the relative distance S 0, a further determination is made as to whether the difference between the relative distance S 0 and the theoretical braking distance S Theory of is greater than the collision-resistant tolerable distance ΔS. Under the condition that the difference between the relative distance S 0 and the theoretical braking distance S Theory of is larger than the anti-collision tolerable distance delta S, the railway vehicle can be controlled to keep the current running state because the collision risk is smaller at the moment; in the case that the difference between the relative distance S 0 and the theoretical braking distance S Theory of is equal to the collision-preventing tolerable distance Δs, it is indicated that there is a risk of collision, so the present rail vehicle is controlled to perform service braking deceleration; in the case where the difference between the relative distance S 0 and the theoretical braking distance S Theory of is less than the collision tolerable distance Δs, it is indicated that the collision risk is large, so that the own rail vehicle is controlled to perform the safety braking and it is determined that the running requirement for the target rail vehicle is to maintain the current running state or acceleration.
Fig. 2 shows a schematic block diagram of a train control and management system according to one embodiment of the present disclosure, as shown in fig. 2, the train control and management system 2 includes: a receiving module 21 for receiving information of a target rail vehicle located in front of the own rail vehicle and a current vehicle speed of the own rail vehicle; a control module 22 for controlling the operation of the own rail vehicle based on the information of the target rail vehicle and the current vehicle speed and determining the operation requirement for the target rail vehicle; and a communication module 23 for transmitting the operation demand for the target rail vehicle to the center server so that the center server transmits the operation demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
In the present disclosure, the communication module 23 may be implemented using an information terminal in an existing TCMS, an existing signaling system in the own rail vehicle, or other types of communication systems.
Through adopting above-mentioned technical scheme, because can be based on the information of target rail vehicle and the current speed control own rail vehicle operation of own rail vehicle and confirm the operation demand to target rail vehicle, can transmit the operation demand to target rail vehicle through central server again for target rail vehicle can be based on the operation demand to target rail vehicle and move, just so realized own rail vehicle and the coordinated control of preceding target rail vehicle, so can avoid collision or reduce collision loss effectively, control all-line rail vehicle's action effectively, guarantee all-line rail vehicle's operating efficiency. In addition, the staff of the control center can also acquire the condition of the all-line railway vehicle from the center server in time, so that the staff can be dispatched in time for processing.
Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the control module 22 is configured to:
(1) Under the condition that the relative speed is less than 0, the railway vehicle is controlled to keep the current running state;
(2) Under the condition that the relative speed is equal to 0, controlling the own railway vehicle to keep the current running state, and determining that the running requirement on the target railway vehicle is to keep the current running state or accelerate;
(3) Controlling the brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, and determining that the running requirement of the target railway vehicle is the brake;
(4) Controlling the speed reduction and braking of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed;
(5) Judging whether the theoretical braking distance is larger than or equal to the relative distance under the condition that the relative speed is larger than 0 and the relative speed is smaller than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the braking of the railway vehicle and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to keep the current running state under the condition that the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute the service braking deceleration under the condition that the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, controlling the railway vehicle to execute the safety braking under the condition that the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement on the target railway vehicle is to keep the current running state or accelerate.
The detailed implementation of the operations performed by the respective modules in the train control and management system 2 according to the embodiment of the present disclosure has been described in detail in the rail vehicle control method according to the embodiment of the present disclosure, and will not be described here again.
According to yet another embodiment of the present disclosure, there is also provided a rail vehicle comprising a train control and management system 2 according to an embodiment of the present disclosure. The rail vehicle may be a rubber-tyred tram or other type of rail vehicle.
Fig. 3 shows a schematic block diagram of a rail vehicle according to one embodiment of the present disclosure. As shown in fig. 3, the obstacle detection system of the railway vehicle detects the target railway vehicle in front of the railway vehicle, wherein the obstacle detection system can detect the target railway vehicle by using a radar system, a vision system and the like, and then a controller in the obstacle detection system fuses detection results of the radar system, the vision system and the like to obtain information of the target railway vehicle. The controller in the obstacle detection system may be a stand-alone module or may be integrated in the radar system or vision system. The TCMS in the present rail vehicle may control the present rail vehicle to operate and determine the operation requirement for the target rail vehicle based on the information of the target rail vehicle and the current speed of the present rail vehicle, for example, the purpose of controlling the present rail vehicle to operate may be achieved by controlling parameters such as acceleration, traction, etc. of the traction system of the present rail vehicle and parameters such as braking speed of the braking system, etc., where specific implementation manners of the control and determination have been described in detail above, and will not be repeated herein. The signalling system in the rail vehicle can then transmit the operating demand for the target rail vehicle determined by the TCMS to the central server 1, wherein the central server 1 is located outside the rail vehicle and is used for managing the all-line rail vehicle. In addition, the TCMS may also send a control policy determined based on the information of the target rail vehicle and the current speed of the own rail vehicle to the signal system, so that the signal system may also perform the related operation of controlling the own rail vehicle to run as described above, thereby implementing redundancy control and improving reliability.
The existing signal system is composed of a computer interlocking subsystem, a train automatic protection subsystem, a train automatic driving subsystem, a train automatic monitoring subsystem and the like, and is an automatic control system integrating functions of driving command, operation adjustment, train driving automation and the like. The signaling system in the present disclosure is a system that adds the related functions described above on top of the existing signaling system.
Fig. 4 shows a control flow diagram of a rail vehicle according to one embodiment of the present disclosure. First, the obstacle detection system is powered on for self-detection. Then if the self-checking is abnormal, the TCMS receives and self-checking abnormal information to the signal system, and then the signal system sends the self-checking abnormal information of the obstacle detection system to the central server. If the obstacle detection system self-tests normally, the obstacle detection system begins to detect information of the front target rail vehicle and sends the detected information to the TCMS. And then the TCMS judges the collision risk level according to the information of the target railway vehicle and the current speed and determines the running requirement for the target railway vehicle. Then the TCMS controls the running of the own rail vehicle according to the collision risk level, and the TCMS also transmits the collision risk level and the running requirement for the target rail vehicle to the signal system, so that the signal system also controls the running of the own rail vehicle according to the collision risk level and transmits the running requirement for the target rail vehicle to the central server. Wherein the judgment of the collision risk level and the subsequent control strategy may be referred to the detailed description in the method according to the embodiments of the present disclosure above.
Fig. 5 shows a schematic block diagram of a rail vehicle control system according to one embodiment of the present disclosure, as shown in fig. 5, the rail vehicle control system 500 includes: a train control and management system 2, the train control and management system 2 being mounted on the own rail vehicle 100 and being the train control and management system described above in connection with fig. 2; an obstacle detecting device 3 mounted on the own rail vehicle 100 and configured to detect information of a target rail vehicle located in front of the own rail vehicle and transmit the detected information of the target rail vehicle to the train control and management system 2; a central server 1, which central server 1 is located outside the own rail vehicle 100 and is adapted to receive the operation demand for the target rail vehicle from the train control and management system 2 and to transmit the operation demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operation demand for the target rail vehicle.
In the present disclosure, the obstacle detecting device 3 may include radar devices such as a laser radar, a millimeter wave radar, a vision device such as a camera, an infrared device, an ultrasonic detecting device, a global satellite positioning system, and the like. The obstacle detecting device 3 may further include a processor, which may be a separate module, or may be integrated in one of the radar device and the vision device, so as to process data acquired by the radar device, the vision device, and the like, and send the processing result to the train control and management system 2. Of course, it is also possible that the data collected by the radar device, the vision device, etc. are processed by the train control and management system 2.
In the present disclosure, the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the front target rail vehicle.
Through adopting above-mentioned technical scheme, because can be based on the information of target rail vehicle and the current speed control own rail vehicle operation of own rail vehicle and confirm the operation demand to target rail vehicle, can transmit the operation demand to target rail vehicle through central server again for target rail vehicle can be based on the operation demand to target rail vehicle and move, just so realized own rail vehicle and the coordinated control of preceding target rail vehicle, so can avoid collision or reduce collision loss effectively, control all-line rail vehicle's action effectively, guarantee all-line rail vehicle's operating efficiency. In addition, the staff of the control center can also acquire the condition of the all-line railway vehicle from the center server in time, so that the staff can be dispatched in time for processing.
Fig. 6 shows an application scenario schematic of a rail vehicle control system according to an embodiment of the present disclosure. The obstacle detection device on the host vehicle detects the target rail vehicle information and sends the target rail vehicle information to the TCMS on the host vehicle, the TCMS controls the host vehicle to operate and determines the operation requirement for the target rail vehicle based on the target rail vehicle information and the host vehicle speed information, the signal system on the host vehicle sends the operation requirement for the target rail vehicle to the central server, the central server sends the operation requirement for the target rail vehicle to the signal system on the target rail vehicle, the signal system on the target rail vehicle sends the operation requirement for the target rail vehicle to the TCMS on the target rail vehicle, and then the TCMS on the target rail vehicle controls the operation of the target rail vehicle based on the operation requirement for the target rail vehicle, for example, the operation of the target rail vehicle is controlled by controlling the traction system, the braking system and the like.
Fig. 7 shows a flowchart of the operation of a rail vehicle control system 500 according to an embodiment of the present disclosure.
In step S701, the obstacle detecting device 3 detects information of a target railway vehicle located in front of the own railway vehicle, and the train control and management system 2 acquires information of the target railway vehicle located in front of the own railway vehicle from the obstacle detecting device 3 and acquires the current vehicle speed of the own railway vehicle from the own railway vehicle. Wherein the information of the target rail vehicle includes a relative speed and a relative distance S 0 between the own rail vehicle and the target rail vehicle.
In step S702, the train control and management system 2 determines whether the relative speed is less than 0. If it is smaller than 0, the process goes to step S703, if it is equal to 0, the process goes to step S704, and if it is larger than 0, the process goes to step S705.
In step S703, in the case where the relative speed is less than 0, this means that the own rail vehicle and the target rail vehicle are being away from each other, and therefore in this case, the train control and management system 2 controls the own rail vehicle to maintain the current running state.
In step S704, in the case where the relative speed is equal to 0, this means that the relative distance S 0 between the own rail vehicle and the target rail vehicle remains unchanged, and thus the train control and management system 2 controls the own rail vehicle to maintain the current running state in this case. In addition, the train control and management system 2 also determines that the current running speed or acceleration of the target rail vehicle is required at this time, and then the requirement is transmitted to the target rail vehicle through the central server 1, and the target rail vehicle maintains the current running state or acceleration after receiving the requirement, so as to ensure the safe distance between the own rail vehicle and the target rail vehicle.
In step S705, in the case where the relative speed is greater than 0, the train control and management system 2 determines whether the relative speed is greater than the current speed of the own railway vehicle. If yes, go to step S706, if no, go to step S708, and if no, go to step S707.
In step S706, when the relative speed is greater than the current speed of the own rail vehicle, this means that the own rail vehicle and the target rail vehicle are traveling in opposite directions, the distance between the two is smaller and smaller, and there is a possibility of collision, the train control and management system 2 controls the own rail vehicle to brake immediately, and determines that the target rail vehicle needs to brake immediately at this time, the demand is forwarded to the target rail vehicle via the center server 1, and then the target rail vehicle brakes immediately, so that the operator can wait for the processing.
In step S707, when the relative speed is equal to the current speed of the own rail vehicle, which indicates that the target own rail vehicle is in a stationary state, the train control and management system 2 controls the own rail vehicle to brake in a decelerating manner, and the train control and management system 2 may formulate a deceleration command according to the braking performance and the relative distance S 0 of the own rail vehicle.
In step S708, in the case where the relative speed is smaller than the current speed of the own rail vehicle, which means that the own rail vehicle and the target rail vehicle are traveling in the same direction and the current speed of the target rail vehicle is smaller than the current speed of the own rail vehicle, the train control and management system 2 further determines whether the theoretical braking distance S Theory of is equal to or greater than the relative distance S 0.
In step 709, if the theoretical braking distance S Theory of is greater than or equal to the relative distance S 0, which indicates that there is a great risk of collision, the train control and management system 2 controls the own rail vehicle to brake and determines that the target rail vehicle is required to accelerate at this time, the requirement is forwarded to the target rail vehicle via the center server 1, and then the target rail vehicle accelerates.
In step S710, if the theoretical braking distance S Theory of is smaller than the relative distance S 0, the train control and management system 2 further determines whether the difference between the relative distance S 0 and the theoretical braking distance S Theory of is greater than the collision avoidance tolerant distance Δs.
In step S711, in the case where the difference between the relative distance S 0 and the theoretical braking distance S Theory of is greater than the collision-preventing tolerable distance Δs, the train control and management system 2 may control the own rail vehicle to maintain the current running state, and not allow the own rail vehicle to accelerate, because the collision risk is small at this time.
In step S712, in the case that the difference between the relative distance S 0 and the theoretical braking distance S Theory of is equal to the collision-preventing tolerable distance Δs, it is indicated that there is a risk of collision, so the train control and management system 2 controls the own rail vehicle to perform the service braking deceleration.
In step S713, in the case that the difference between the relative distance S 0 and the theoretical braking distance S Theory of is smaller than the collision-preventing tolerable distance Δs, it is indicated that the collision risk is large, so the train control and management system 2 controls the own rail vehicle to perform the safety braking, and determines that the target rail vehicle is required to maintain the current running state or accelerate but not decelerate at this time, the requirement is forwarded to the target rail vehicle via the center server 1, and then the target rail vehicle maintains the current running state or accelerates but not decelerate.
Through the technical scheme, the linkage of the railway vehicle and the target railway vehicle is realized, the collision risk is reduced, and the running efficiency of the all-line railway vehicle is improved.
Specific embodiments of operations performed by the train control and management system in the railway vehicle control system according to the embodiments of the present disclosure have been described in detail in the related methods, and are not described herein again.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the embodiments described above, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.
In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.
Claims (8)
1. A method of controlling a railway vehicle, the method comprising:
Acquiring, by a train control and management system of a host railway vehicle, information of a target railway vehicle positioned in front of the host railway vehicle from an obstacle detection device mounted on the host railway vehicle and a current speed of the host railway vehicle from the host railway vehicle;
determining, by the train control and management system, a control strategy for the host rail vehicle and operating requirements for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the host rail vehicle to operate based on the control strategy; and
Transmitting the operational demand for the target rail vehicle to a central server such that the central server transmits the operational demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operational demand for the target rail vehicle;
wherein the method further comprises: transmitting the control strategy to a signal system of the own rail vehicle by the train control and management system; and redundantly controlling, by the train control and management system and the signaling system, the own rail vehicle operation based on the control strategy;
Wherein the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the determining a control strategy for the own rail vehicle and a running requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the own rail vehicle to run based on the control strategy includes: judging whether a theoretical braking distance is equal to or greater than the relative distance under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the own railway vehicle to brake and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the railway vehicle to keep a current running state when the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute common braking deceleration when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, and controlling the railway vehicle to execute safe braking when the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate.
2. The method of claim 1, wherein the determining a control strategy for the host rail vehicle and operating demand for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the host rail vehicle to operate based on the control strategy further comprises:
Controlling the own rail vehicle to keep a current running state under the condition that the relative speed is less than 0;
Controlling the own rail vehicle to maintain a current running state under the condition that the relative speed is equal to 0, and determining that the running requirement on the target rail vehicle is to maintain the current running state or accelerate;
Controlling the own rail vehicle to brake and determining that the operation requirement of the target rail vehicle is brake when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed;
And controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed.
3. A train control and management system, the train control and management system comprising:
A receiving module for acquiring information of a target rail vehicle located in front of a host rail vehicle from an obstacle detecting device mounted on the host rail vehicle and acquiring a current vehicle speed of the host rail vehicle from the host rail vehicle;
The control module is used for determining a control strategy for the railway vehicle and the running requirement for the target railway vehicle based on the information of the target railway vehicle and the current vehicle speed and controlling the railway vehicle to run based on the control strategy; and
A communication module for transmitting the operational requirement for the target rail vehicle to a central server, such that the central server transmits the operational requirement for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operational requirement for the target rail vehicle;
Wherein the communication module is further configured to send the control strategy to a signaling system of the own rail vehicle, such that the signaling system and the control module together redundantly control the own rail vehicle operation based on the control strategy;
Wherein the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the determining a control strategy for the own rail vehicle and a running requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the own rail vehicle to run based on the control strategy includes: judging whether a theoretical braking distance is equal to or greater than the relative distance under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the own railway vehicle to brake and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the railway vehicle to keep a current running state when the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute common braking deceleration when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, and controlling the railway vehicle to execute safe braking when the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate.
4. The train control and management system of claim 3 wherein said determining a control strategy for said host rail vehicle and operating demand for said target rail vehicle based on information of said target rail vehicle and said current vehicle speed and controlling said host rail vehicle to operate based on said control strategy further comprises:
Controlling the own rail vehicle to keep a current running state under the condition that the relative speed is less than 0;
Controlling the own rail vehicle to maintain a current running state under the condition that the relative speed is equal to 0, and determining that the running requirement on the target rail vehicle is to maintain the current running state or accelerate;
Controlling the own rail vehicle to brake and determining that the operation requirement of the target rail vehicle is brake when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed;
And controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed.
5. A rail vehicle, characterized in that it comprises a train control and management system according to any one of claims 3 to 4.
6. A rail vehicle control system, comprising:
A train control and management system installed on the own rail vehicle, and configured to acquire information of a target rail vehicle located in front of the own rail vehicle from an obstacle detection device installed on the own rail vehicle and a current speed of the own rail vehicle from the own rail vehicle, determine a control strategy for the own rail vehicle and a running demand for the target rail vehicle based on the information of the target rail vehicle and the current speed and control the own rail vehicle to run based on the control strategy, and transmit the running demand for the target rail vehicle to a center server;
The obstacle detecting device is mounted on the own rail vehicle and is used for detecting information of the target rail vehicle positioned in front of the own rail vehicle and sending the detected information of the target rail vehicle to the train control and management system;
A central server located external to the host rail vehicle and configured to receive the operational demand for the target rail vehicle from the train control and management system and to transmit the operational demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operational demand for the target rail vehicle;
wherein the rail vehicle control system further comprises a signal system, the train control and management system is further used for sending the control strategy to the signal system, and the signal system and the train control and management system are used for controlling the rail vehicle to run in a redundancy mode based on the control strategy;
Wherein the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the determining a control strategy for the own rail vehicle and a running requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the own rail vehicle to run based on the control strategy includes: judging whether a theoretical braking distance is equal to or greater than the relative distance under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the own railway vehicle to brake and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the railway vehicle to keep a current running state when the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute common braking deceleration when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, and controlling the railway vehicle to execute safe braking when the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate.
7. The rail vehicle control system of claim 6, wherein the determining a control strategy for the host rail vehicle and operating demand for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the host rail vehicle to operate based on the control strategy further comprises:
Controlling the own rail vehicle to keep a current running state under the condition that the relative speed is less than 0;
Controlling the own rail vehicle to maintain a current running state under the condition that the relative speed is equal to 0, and determining that the running requirement on the target rail vehicle is to maintain the current running state or accelerate;
Controlling the own rail vehicle to brake and determining that the operation requirement of the target rail vehicle is brake when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed;
And controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed.
8. The railway vehicle control system of claim 6, wherein the obstacle detection device comprises at least one of a radar device, a vision device, an infrared device, a global satellite positioning system.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910817286.5A CN112441086B (en) | 2019-08-30 | 2019-08-30 | Rail vehicle, control method and system thereof and train control and management system |
| US17/635,994 US20220281498A1 (en) | 2019-08-30 | 2020-08-28 | Railway vehicle and control method and system therefor, and train control and management system |
| BR112022003328A BR112022003328A2 (en) | 2019-08-30 | 2020-08-28 | Railway vehicle and control method and system for the same, and train management and control system |
| PCT/CN2020/112239 WO2021037237A1 (en) | 2019-08-30 | 2020-08-28 | Railway vehicle and control method and system therefor, and train control and management system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201910817286.5A CN112441086B (en) | 2019-08-30 | 2019-08-30 | Rail vehicle, control method and system thereof and train control and management system |
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| CN112441086A CN112441086A (en) | 2021-03-05 |
| CN112441086B true CN112441086B (en) | 2024-06-18 |
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| CN113085961A (en) * | 2021-04-12 | 2021-07-09 | 重庆交通职业学院 | Intelligent scheduling control method and system for railway vehicle |
| CN113232698B (en) * | 2021-05-21 | 2022-11-22 | 中车唐山机车车辆有限公司 | Train static test method and train |
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| CN112441086A (en) | 2021-03-05 |
| WO2021037237A1 (en) | 2021-03-04 |
| US20220281498A1 (en) | 2022-09-08 |
| BR112022003328A2 (en) | 2022-05-24 |
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