TECHNICAL FIELD
[0001] The present invention belongs to the technical field of transportation, and particularly
relates to an ad-hoc network-based train dynamic marshalling and unmarshalling method
and system.
BACKGROUND
[0002] At present, the operation of heavy haul trains (such as 20,000 tons) is mostly realized
in working modes of extended train marshalling, and joint traction of multiple locomotives
(generally 3 locomotives). Extended train marshalling requires longer effective tracks.
However, the addition of effective tracks involves land acquisition and other issues,
which is extremely expensive. Meanwhile, the use of multi-section vehicle marshalling
results in the fact that ordinary station tracks can no longer meet the needs of marshalling.
The marshalling often occupies the section for operation, which seriously affects
the main line operation. The use of multi-section train marshalling or unmarshalling
takes about 120 min, which is extremely low in efficiency. In addition, a large number
of ground personnel are required to cooperate with the marshalling and unmarshalling
operation, leading to a heavy workload and occasional personnel injuries during the
operation. The multi-locomotive joint control requires very high synchronization between
locomotives that are required to start, accelerate, decelerate and brake simultaneously
within a certain time range according to commands of a master control locomotive.
If the control of multiple traction locomotives is not synchronized, it may lead to
coupler extrusion and breakage between trains, which seriously affects the transportation
safety.
[0003] The transport volume of a train can be increased from 20,000 tons to 50,000 tons
if needed. If the extended train marshalling is adopted, the effective length of tracks
needs to be increased to 5 km or above. As a result, it is difficult to solve this
problem by increasing the effective length of tracks. If the multi-locomotive joint
control is adopted, more locomotives will be used for synchronous traction, causing
a higher risk of coupler extrusion and breakage. Therefore, it is difficult to solve
this problem by adding locomotives and vehicles for conventional coupling marshalling.
SUMMARY
[0004] In view of the above problems, the present invention provides an ad-hoc network-based
train dynamic marshalling and unmarshalling method. The method includes train dynamic
marshalling and train dynamic unmarshalling; the train dynamic marshalling includes
first marshalling; the first marshalling includes: after a rear train set enters a
U code section, verifying, by a front train set and the rear train set, IDs for each
other, and if the verification succeeds, marshalling the two train sets when the two
train sets meet marshalling conditions, and updating group information; the dynamic
unmarshalling includes first unmarshalling and second unmarshalling; the first unmarshalling
includes: receiving, by the two train sets in a group, an unmarshalling command during
operation, and unmarshalling the two train sets if a tracking distance between the
two train sets is greater than a first unmarshalling threshold and the rear train
set receives an LU code; and the second unmarshalling includes: when the rear train
set has a speed of 0 during operation of the two train sets in the group, unmarshalling
the two train sets if the unmarshalling command is received.
[0005] Further, the train set includes a train and a group train; and
the two train sets include two trains, one train and one group train, and two group
trains.
[0006] Further, the tracking distance is a distance between an end of the front train set
and a head of the rear train set.
[0007] Further, the meeting marshalling conditions includes: calculating the tracking distance
L1, calculating L2, and meeting the marshalling conditions when a value of L1-L2 is
less than a marshalling threshold,
where L2 = the length of a block section where a U code is located + the length of
a block section where an HU code is located - the distance the rear train set has
operated at the U code.
[0008] Further, the first marshalling includes:
receiving, by a plurality of train sets, a marshalling plan comprising train IDs,
a route command, and a movement authority;
performing route setting on the plurality of train sets according to the route command;
and
controlling, by the plurality of train sets, train operation according to ground authorization
and a train marshalling status.
[0009] Further, the train dynamic marshalling includes second marshalling; and
the second marshalling includes: receiving, by a plurality of train sets, a marshalling
plan including train IDs, verifying, by the plurality of train sets, the IDs for one
another, and if the verification succeeds, marshalling the plurality of train sets
to form a new train group; and departing in a mode of the new train group after the
plurality of train sets are marshalled.
[0010] Further, the train dynamic unmarshalling further includes: receiving an unmarshalling
plan, and setting an unmarshalling command according to the unmarshalling plan.
[0011] Further, the unmarshalling plan includes a specific unmarshalling mode of the train
group.
[0012] Further, the dynamic unmarshalling includes third unmarshalling; and
the third unmarshalling includes: during operation of the two train sets in the group,
braking the rear train set if wireless communication connection times out; and
when the tracking distance between the rear train set and the front train set is greater
than a second unmarshalling threshold or the speed of the rear train set is 0, unmarshalling
the two train sets.
[0013] Further, the dynamic unmarshalling includes fourth unmarshalling; and
the fourth unmarshalling includes: when the rear train set has the speed of 0 during
operation of the two train sets in the group, unmarshalling the two train sets if
wireless communication connection times out.
[0014] The present invention further provides an ad-hoc network-based train dynamic marshalling
and unmarshalling system. The system includes a train dynamic marshalling subsystem
and a train dynamic unmarshalling subsystem;
the train dynamic marshalling subsystem is configured for train dynamic marshalling,
the dynamic marshalling includes first marshalling, and the first marshalling includes:
after a rear train set enters a U code section, verifying, by a front train set and
the rear train set, IDs for each other, and if the verification succeeds, marshalling
the two train sets when the two train sets meet marshalling conditions, and updating
group information;
the dynamic unmarshalling subsystem is configured for train dynamic unmarshalling,
and the dynamic unmarshalling includes first unmarshalling and second unmarshalling;
the first unmarshalling includes: receiving, by the two train sets in a group, an
unmarshalling command during operation, and unmarshalling the two train sets if a
tracking distance between the two train sets is greater than a first unmarshalling
threshold and the rear train set receives an LU code; and
the second unmarshalling comprises: when the rear train set has a speed of 0 during
operation of the two train sets in the group, unmarshalling the two train sets if
the unmarshalling command is received.
[0015] Further, the train set includes a train and a group train; and
the two train sets include two trains, one train and one group train, and two group
trains.
[0016] Further, the tracking distance is a distance between an end of the front train set
and a head of the rear train set.
[0017] Further, the meeting marshalling conditions includes: calculating the tracking distance
L1, calculating L2, and meeting the marshalling conditions when a value of L1-L2 is
less than a marshalling threshold,
where L2 = the length of a block section where a U code is located + the length of
a block section where an HU code is located - the distance the rear train set has
operated at the U code.
[0018] Further, the train dynamic marshalling includes second marshalling; and
the second marshalling includes: receiving, by a plurality of train sets, a marshalling
plan including train IDs, verifying, by the plurality of train sets, the IDs for one
another, and if the verification succeeds, marshalling the plurality of train sets
to form a new train group; and departing in a mode of the new train group after the
plurality of train sets are marshalled.
[0019] Further, the system includes:
a centralized traffic control subsystem
for sending a marshalling plan and an unmarshalling plan to a group control subsystem,
and
sending a route command to a computer-based interlocking subsystem according to the
marshalling plan and the unmarshalling plan, where the marshalling plan and the unmarshalling
plan include train IDs;
the computer-based interlocking subsystem
for setting routes of the train sets according to the route command provided by the
centralized traffic control subsystem, clearing a signal when route conditions are
met, and providing route status information to the group control subsystem;
the group control subsystem
for sending the marshalling and unmarshalling plans of the centralized traffic control
subsystem to relevant train sets, and
providing a movement authority for a first train in a group train, and providing following
trains with line data and temporary speed limit functions according to the route status
information provided by the computer-based interlocking subsystem, a train status
provided by an on-board subsystem, and information such as line data; and
the on-board subsystem
for controlling train operation according to ground authorization and a train marshalling
status.
[0020] Further, the group control subsystem is further configured for receiving an unmarshalling
plan, setting an unmarshalling command according to the unmarshalling plan, and sending
the unmarshalling command to the train group.
[0021] Further, the unmarshalling plan includes a specific unmarshalling mode of the train
group.
[0022] Further, the dynamic unmarshalling includes third unmarshalling; and
the third unmarshalling includes: during operation of the two train sets in the group,
braking the rear train set if wireless communication connection times out; and
when the tracking distance between the rear train set and the front train set is greater
than a second unmarshalling threshold or the speed of the rear train set is 0, unmarshalling
the two train sets.
[0023] Further, the dynamic unmarshalling includes fourth unmarshalling; and
the fourth unmarshalling includes: during operation of the two train sets in the group,
braking the rear train set if the wireless communication connection times out; and
when the tracking distance between the rear train set and the front train set is greater
than the second unmarshalling threshold or the speed of the rear train set is 0, unmarshalling
the two train sets.
[0024] According to the method designed in th present invention, the trains are no longer
hardly coupled by means of couplers and are flexibly connected by means of an ad-hoc
network. When the train transport volume is increased, a 5,000 t standard train may
be used, thereby avoiding high costs caused by adding effective tracks. Group trains
may be flexibly marshalled, such that a plurality of tracks are fully utilized. During
departure, a mode of marshalling first and then departing is used to improve the departure
efficiency.
[0025] Other features and advantages of the present invention will be set forth in the subsequent
specification, and in addition, they will be apparent from the specification partially
or understood by implementing the present invention. The objectives and other advantages
of the present invention may be realized and attained by the structures pointed out
in the specification, claims and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0026] In order to more clearly illustrate the embodiments of the present invention or the
technical solution in the prior art, the accompanying drawings that need to be used
in the description of the embodiments or the prior art will be simply introduced below.
Apparently, the accompanying drawings in the description below are some embodiments
of the present application. Those of ordinary skill in the art may also derive other
accompanying drawings according to the provided accompanying drawings without creative
efforts.
FIG. 1 shows a schematic flowchart of an ad-hoc network-based train dynamic marshalling
and unmarshalling method according to an embodiment of the present invention;
FIG. 2 shows a schematic diagram of tracking a train group by a single train before
dynamic marshalling according to an embodiment of the present invention;
FIG. 3 shows a schematic diagram of tracking a train group by a single train after
dynamic marshalling according to an embodiment of the present invention;
FIG. 4 shows a schematic diagram of tracking a single train by a train group before
dynamic marshalling according to an embodiment of the present invention;
FIG. 5 shows a schematic diagram of tracking a single train by a train group after
dynamic marshalling according to an embodiment of the present invention;
FIG. 6 shows a schematic diagram of tracking a train group by a train group before
dynamic marshalling according to an embodiment of the present invention;
FIG. 7 shows a schematic diagram of tracking a train group by a train group after
dynamic marshalling according to an embodiment of the present invention;
FIG. 8 shows a schematic diagram of unmarshalling to form a train group and a train
according to an embodiment of the present invention;
FIG. 9 shows a schematic diagram of unmarshalling to form a train and a train group
according to an embodiment of the present invention;
FIG. 10 shows a schematic diagram of unmarshalling to form a train group and a train
group according to an embodiment of the present invention; and
FIG. 11 shows a schematic structural diagram of an ad-hoc network-based train dynamic
marshalling and unmarshalling system according to an embodiment of the present invention.
DETAILED DESCRIPTION OF THE EMBODIMENTS
[0027] In order to make the objectives, 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 accompanying drawings in the embodiments of the present invention. Apparently,
the described embodiments are a part, rather than all of the embodiments of the present
invention. All other embodiments obtained by those of ordinary skill in the art based
on the embodiments in the present application without creative efforts shall fall
within the scope of protection of the present application.
[0028] An embodiment of the present invention discloses an ad-hoc network-based train dynamic
marshalling and unmarshalling method. As shown in FIG. 1, the method includes train
dynamic marshalling and train dynamic unmarshalling; the train dynamic marshalling
includes first marshalling, and the first marshalling includes: after a rear train
set enters a U code section, a front train set and the rear train set verify IDs for
each other, and if the verification succeeds, the two train sets are marshalled when
meeting marshalling conditions, and group information is updated; the dynamic unmarshalling
includes first unmarshalling and second unmarshalling; the first unmarshalling includes:
the two train sets in a group receive an unmarshalling command during operation, and
the two train sets are unmarshalled if a tracking distance between the two train sets
is greater than a first unmarshalling threshold and the rear train set receives an
LU code; and the second unmarshalling includes: when the rear train set has a speed
of 0 during operation of the two train sets in the group, the two train sets are unmarshalled
if the unmarshalling command is received.
[0029] The present invention is mainly applied to the field of heavy haul trains, and can
also be applied to the field of other trains. A heavy haul train generally refers
to a kind of super-long and over-heavy freight train that is marshalled by means of
a large special freight train on a transport line with concentrated reception and
departure of freights, and is driven by dual or multi-locomotive traction. The heavy
haul train has large load capacity. A large number of vehicles may be marshalled and
coupled to the train. According to the main technical policies and regulations of
special existing railways, when a 5,000 t heavy haul freight train operates, the effective
lengths of reception and departure lines of stations are 1,050 m, and when a 10,000
t heavy haul freight train operates on a special coal transport line, the effective
lengths of reception and departure lines of some stations are 1,700 m.
[0030] Current train communication modes include train-to-ground communication and train-to-train
communication. The train-to-ground communication means that the train communicates
with ground equipment. The train-to-train communication is further divided into train-to-ground-to-train
communication and train-to-train communication. The train-to-ground-to-train communication
means that multiple trains communicate via the ground equipment or information of
the ground equipment. The train obtains other train information via the ground equipment,
such as a data exchange center, and then communicates with other trains according
to the obtained information, which belongs to the train-to-ground-to-train communication.
The train-to-train communication, that is, the establishment of a communication connection
between trains for communication and the disconnection of communication do not depend
on the ground equipment, and are completed by train equipment. The communication involved
in the present invention is the train-to-train communication. The communication mode
used in the present invention is an ad-hoc network. The group train mentioned in the
present invention is a train group including multiple physical trains, the ground
equipment controls the train group according to one train, and the trains in the train
group are controlled cooperatively. The train set mentioned in the present invention
may be a train or a group train. In the dynamic marshalling and unmarshalling mentioned
in the present invention, all train sets are in the same ad-hoc network and can communicate
freely with one another. The marshalling mentioned in the present invention may be
marshalling of two trains, marshalling of one train (rear train) and one group train
(front train), marshalling of one group train (rear train) and one train (front train),
or marshalling of two group trains. From this, those skilled in the art can derive
a method for marshalling several train sets. For example, two train sets can be marshalled
first to generate a new group train, then other train sets are marshalled with the
new group train, and finally marshalling of all the train sets is completed. The unmarshalling
mentioned in the present invention may be unmarshalling of one group train to form
two trains, unmarshalling to form one train (front train) and one new group train
(rear train), unmarshalling to form one new group train (front train) and one train,
or unmarshalling to form two new group trains. From this, those skilled in the art
can derive a method for unmarshalling one train group to several train sets. One group
train can be unmarshalled to form two train sets first, then one of the train sets
is unmarshalled, and finally unmarshalling of the train group is completed.
[0031] The several train sets establish or join the same ad-hoc network in but not limited
to the mode below. Taking an example of establishing the ad-hoc network with several
trains below, from which those skilled in the art can derive how two or several train
sets establish the ad-hoc network. Ad-hoc network equipment is arranged on the train,
and the communication range of the ad-hoc network equipment on the train is wide enough
to enable normal communication between the front train and the rear train. The ad-hoc
network equipment may be proprietary equipment, or may be rebuilt using equipment
such as Ad hoc, as long as it can complete the functions below. The train-to-train
communication of the ad-hoc network equipment is performed by means of two radios
that are both original train equipment, without adding hardware equipment. One of
the radios is configured for long-distance communication, and the other of the radios
is configured for short and medium-distance communication. The switching of the two
radios is completed by the ad-hoc network equipment. After communication is established
between two or more pieces of ad-hoc network equipment and networking conditions are
met, a local wireless broadband communication private network may be established in
a short time in an ad-hoc manner. All ad-hoc network equipment in the wireless broadband
communication private network communicates with one another by using the wireless
broadband communication private network.
[0032] The ad-hoc network equipment on the train searches for communication equipment of
other trains within a preset distance. When the front train and the rear train are
in normal tracking operation, the communication range of the ad-hoc network equipment
on the train is wide enough to enable normal communication between the front train
and the rear train. The train-to-train communication of the ad-hoc network equipment
is performed by means of two radios that are both original train equipment, without
adding hardware equipment. One of the radios is configured for long-distance communication,
and the other of the radios is configured for short and medium-distance communication.
The switching of the two radios is completed by the ad-hoc network equipment. After
communication is established between two or more pieces of ad-hoc network equipment
and networking conditions are met, a local wireless broadband communication private
network may be established in a short time in an ad-hoc manner. All ad-hoc network
equipment in the wireless broadband communication private network communicates with
one another by using the wireless broadband communication private network. After the
wireless broadband communication private network has been established, new ad-hoc
network equipment is communicatively connected to any ad-hoc network equipment in
the wireless broadband communication private network, and when networking conditions
are met, the new ad-hoc network equipment will automatically join the wireless broadband
communication private network to form a new wireless broadband communication private
network. The new ad-hoc network equipment communicates with all the ad-hoc network
equipment in the original wireless broadband communication private network via the
new wireless broadband communication private network. The ad-hoc network equipment
on the train searches for communication equipment of other trains within a preset
distance. The preset distance, such as the shortest distance between the front train
and the rear train in normal tracking operation, the longest distance for long-distance
communication of radios, etc. may be agreed in advance.
[0033] The ad-hoc network equipment is arranged at a head of the train. When the ad-hoc
network equipment on the train sends a wireless signal to four sides, a communication
equipment of end of train (EOT) of this train, communication equipment of head of
train (HOT) of other trains within a preset distance, communication of other trains,
and ad-hoc network equipment of other trains can receive the signal. The ad-hoc network
equipment has the function of identifying communication equipment of EOT and HOT of
a train on an adjacent line, thereby avoiding the inclusion of a train head or end
set of the train on the adjacent line in the wireless communication network. The communication
equipment may be identified in but not limited to the following mode: the ad-hoc network
equipment sends networking request information to four sides, and informs itself of
a track where it is located; and trains on the same track reply to their own corresponding
information after receiving the networking request information, and trains on different
tracks do not reply or reply with their track information. The ad-hoc network equipment
can determine which trains are on the same track as itself according to the received
information. In the present invention, the train on the adjacent line may also join
the ad-hoc network as required.
[0034] The establishment of the ad-hoc network between the trains needs to meet the networking
conditions. The networking conditions include: the target train is internally provided
with the ad-hoc network equipment; the target train is allowed to establish the ad-hoc
network; and the communication between the target train and this train is stable.
The train can join the ad-hoc network only when being provided with the ad-hoc network
equipment. Any train provided with the ad-hoc network equipment has the function of
authorizing/prohibiting itself to establish or join the ad-hoc network. When a train
is set to authorize itself to establish or join the ad-hoc network, other trains send
requests for establishing or joining the ad-hoc network to this train, and when all
the networking conditions are met, this train establishes or joins the ad-hoc network.
The train that establishes the ad-hoc network needs to maintain stable communication.
The communication equipment of EOT of the train has the function of communication
relay. When the train is in a tunnel or a cave, a train head can communicate with
other trains via the communication equipment of EOT, and other trains can also communicate
with the train head via a train end of this train. When the ad-hoc network is established,
two pieces of ad-hoc network equipment can be communicatively connected via the communication
equipment of EOT, and stable communication is also considered to be stable communication
between the target train and this train. When the ad-hoc network is established, there
may be multiple trains in the ad-hoc network, and the ad-hoc network equipment also
has the function of communication relay. When any train in the ad-hoc network communicates
with the target train, whether direct communication or communication via relay of
other one or more trains in the ad-hoc network is considered to be stable communication
between the target train and this train as long as the communication is stable.
[0035] When the networking conditions are met, the ad-hoc network equipment on the train
determines whether the ad-hoc network already exists currently. If the ad-hoc network
does not exist, all the trains meeting the networking conditions and the original
train establish the ad-hoc network. If the ad-hoc network already exists, all the
trains meeting the networking conditions join the original ad-hoc network to form
a new ad-hoc network. After establishing or joining the ad-hoc network, the train
sets in the ad-hoc network communicate with each other via the ad-hoc network.
[0036] Specifically, several train sets receive a marshalling plan including train IDs,
a route command, and a movement authority; the several train sets are subjected to
route setting according to the route command; and the several train sets control train
operation according to ground authorization and a train marshalling status.
[0037] The train operation requires a series of authorities and related data, and can be
performed only after these authorities and data are obtained. The train marshalling
also requires an authority, that is, the marshalling plan, such as A, B, C, D and
other train sets, and which the train sets are marshaled, which the train set is in
the front and which the train set is in the rear need to be planned and authorized
in advance.
[0038] The marshalling plan, etc. may be sent to the train in but not limited to the mode
below. A centralized traffic control (CTC) subsystem sends a marshalling plan and
an unmarshalling plan (containing locomotive IDs) to a group control subsystem (GCS).
The centralized traffic control subsystem sends a route command to a computer-based
interlocking (CBI) subsystem according to the marshalling plan and the unmarshalling
plan. The computer-based interlocking subsystem sets routes of the train sets according
to the route command provided by the centralized traffic control subsystem, clears
a signal when route conditions are met, and provides route status information to the
group control subsystem. The group control subsystem sends the marshalling and unmarshalling
plans of the centralized traffic control subsystem to relevant train sets. Several
train sets are subjected to route setting according to the route command. The group
control subsystem provides a movement authority (MA) for a first train in a group
train, and provides following trains with line data and temporary speed limit functions
according to the route status information provided by the computer-based interlocking
subsystem, a train status (including position information, train integrality, etc.)
provided by an on-board subsystem, and information such as line data. The first train
in the group calculates a train speed curve and supervises a speed limit according
to the movement authority issued by the group control subsystem. A non-first train
in the group calculates the train speed curve and supervises the speed limit according
to the train status information and the line data of the front train.
[0039] Specifically, the dynamic train marshalling includes first marshalling, and the first
marshalling includes: after the rear train set enters the U code section, the front
train set and the rear train set verify IDs for each other, and if the verification
succeeds, the two train sets are marshalled when meeting the marshalling conditions,
and the group information is updated; and the meeting marshalling conditions includes:
a tracking distance L1 is calculated, L2 is calculated, and the marshalling conditions
are met when a value of L1-L2 is less than a marshalling threshold, where L2 = the
length of a block section where a U code is located + the length of a block section
where an HU code is located - the distance the rear train set has operated at the
U code. The tracking distance is a distance between an end of the front train set
and a head of the rear train set.
[0040] Exemplarily, several train sets have received the marshalling plan including train
IDs. For example, in the marshalling plan, when the train set A is to be marshalled
with the train set B, the train set A joins the train set B to form a new group. Then
the train set A operates in the rear, and the train set B operates in the front. When
a train A enters the U code section, the train set A and the train set B verify the
IDs for each other, and if the verification fails, the train set A and the train set
B will not be marshalled, and the two train sets continue to operate forward. If the
verification succeeds, the train set A moves close to the train set B, and starts
to determine whether the marshalling conditions are met. The marshalling threshold
is a preset value, determined by technicians according to factors such as vehicle
conditions, current line conditions, etc. The tracking distance L1 is calculated.
The tracking distance L1 may be obtained in but not limited to the mode below, and
is calculated by the rear train set. The front train set sends the position and length
of the front train set via the ad-hoc network, and the rear train set obtains its
position by vehicle equipment or the ground equipment. The tracking distance L1 is
equal to the position of the front train set minus the position of the rear train
set minus the length of the front train set. L2 is calculated. L2 is equal to the
length of the block section where the U code is located plus the length of the block
section where the HU code is located minus the distance the rear train set has operated
at the U code. When the value of L1-L2 is greater than or equal to the marshalling
threshold, the marshalling conditions are not met, and the two train sets continue
to move forward; and when the value of L1-L2 is less than the marshalling threshold,
the marshalling conditions are met. The front and rear train sets are marshalled.
The group information is updated after marshalling. When it is assumed that a first
train of the original train set A is a, a first train of the train group B is b, and
a new train group C is formed after marshalling, a first train of the train group
C is b, b in the train group C obtains information, and other trains in the train
group C are following trains.
[0041] When unmarshalling is performed due to various reasons during operation of the train
group, marshalling may be restored with this method. For example, marshalling of the
train set A and the train set B is to be restored. The train set A operates in the
rear, and the train set B operates in the front. When the train A enters the U code
section, the train set A and the train set B verify the IDs for each other, and if
the verification succeeds, the train set A and the train set B are marshalled when
meeting the marshalling conditions.
[0042] The train dynamic marshalling further includes second marshalling; the second marshalling
includes: several train sets receive the marshalling plan including train IDs, the
several train sets verify the IDs for one another, and if the verification succeeds,
the several train sets are marshalled to form a new train group; and the several train
sets depart in a mode of the new train group after being marshalled.
[0043] Exemplarily, before departure, several train sets may also be marshalled to form
a train group, and depart in a mode of the train group (multiple trains depart continuously
at a very small distance). Compared with an existing train control system in which
only a single train can depart, this solution can improve the departure efficiency.
Several train sets have received the marshalling plan including train IDs. For example,
in the marshalling plan, when the train set A is to be marshalled with the train set
B, the train set A joins the train set B to form a new group. Then the train set A
operates in the rear, and the train set B operates in the front. The train set A and
the train set B verify the IDs for each other, if the verification fails, the train
set A and the train set B will not be marshalled, and if the verification succeeds,
the two train sets are marshalled to form a new train group. After marshalling, when
the route command is received, the new train group controls all the trains therein
to depart in a group mode.
[0044] Departure, etc. may be implemented in but not limited to the following mode:
The centralized traffic control subsystem sends the marshalling plan and the unmarshalling
plan (containing locomotive IDs) to the group control subsystem. The group control
subsystem sends the marshalling and unmarshalling plans of the centralized traffic
control subsystem to relevant train sets. Several train sets are marshalled to form
a new train group. The new train group departs in a group mode after receiving a command.
[0045] The first marshalling in the dynamic marshalling is illustrated with examples below.
[0046] First dynamic marshalling example: a single train tracks a train group for dynamic
marshalling.
[0047] As shown in FIG. 2, a train group Q{ A,B,C,D} including a train A, a train B, a train
C and a train D is operating, and a train E is in normal tracking operation after
the group Q. The trains A, B, C and D communicate with one another via an ad-hoc network
established among them. The train E joins the ad-hoc network and communicates with
the train A, which is not shown in the figure. A distance between the trains A and
B, a distance between the trains B and C, and a distance between the trains C and
D are respectively L
distance1, Ldistance2, and Ldistance3, where L
distance1 represents a distance between a first train and a second train in a group network,
L
distance2 represents a distance between the second train and a third train in the group network,
and L
distance3 represents a distance between the third train and a fourth train in the group network.
Since the trains A, B, C and D form the train group Q{A,B,C,D} to operate, the train
group Q controls the trains A, B, C and D to operate in a group mode, and L
distance1, Ldistance2, and Ldistance3 are all smaller than a normal train operation distance.
During normal tracking operation, a target stop point of the train E is behind the
train D. In an emergency, the train E can stop safely without colliding an end of
the train D.
[0048] If a current marshalling plan is that the train group Q{A,B,C,D} and the train E
are marshalled to form a train group Q'{A,B,C,D,E}, then the train E reduces a distance
from the front train D according to the plan. When the train E enters a U code section,
the train E and the train group Q verify IDs for each other, that is to say, the train
E and the train A verify the IDs for each other. If the verification succeeds, the
train E continues to operate until the marshalling conditions are met, and the train
E is marshalled with the train group Q to form the new train group Q'{A,B,C,D,E},
as shown in FIG. 3. A distance between the train E and the train D is L
distance4. The trains A, B, C, D, and E communicate with one another via an ad-hoc network
established between them. The train group Q' controls the trains A, B, C, D, and E
to operate in a group mode. In the train group Q', according to relative positions
of the trains, the train A is a first train, and the rest of the trains are following
trains.
[0049] Second dynamic marshalling example: a train group tracks a single train for dynamic
marshalling.
[0050] A train group Q{A,B,C,D} including a train A, a train B, a train C and a train D
is tracking a front train F and normally operates, as shown in FIG. 4. If a current
marshalling plan is that the train group Q{A,B,C,D} and the train F are marshalled
to form a train group Q'{F,A,B,C,D}, then the train A reduces a distance from the
front train F according to the plan. When the train A enters a U code section, the
train A and the train F verify IDs for each other. After the verification succeeds,
the train A continues to operate until the marshalling conditions are met, and the
train group Q is marshalled with the train F to form the new train group Q'{F,A,B,C,D},
as shown in FIG. 5. In the train group Q, a distance between the trains A and B, a
distance between the trains B and C, and a distance between the trains C and D are
respectively L
distance1, L
distance2, and Ldistance3. After the new train group Q' is formed, a distance between the trains
F and A is L
distance1, and a distance between the trains A and B, a distance between the trains B and C,
and a distance between the trains C and D are respectively Ldistance2, Ldistance3,
and Ldistance4.
[0051] Third dynamic marshalling example: a train group tracks a train group for dynamic
marshalling.
[0052] A train group Q
rear{ C,D} including a train C and a train D is tracking a train group Q
front{A,B} including a train A and a train B, and normally operates, as shown in FIG. 6.
If a current marshalling plan is that the train groups Q
rear{C,D} and Q
front{A,B} are marshalled to form a train group Q
combination{A,B,C,D}, then the train C reduces a distance from the front train B according to
the plan. When the train C enters a U code section, the train C and the train A verify
IDs for each other. After the verification succeeds, the train C continues to operate
until the marshalling conditions are met, and the train groups Q
rear{C,D} and Q
front{A,B} are marshalled to form the new train group Q
combination{A,B,C,D}, as shown in FIG. 7.
[0053] Specifically, the dynamic unmarshalling includes first unmarshalling and second unmarshalling;
and the dynamic unmarshalling further includes: an unmarshalling plan is received,
and an unmarshalling command is set according to the unmarshalling plan. The unmarshalling
plan includes a specific unmarshalling mode of the train group. The first unmarshalling
includes: the two train sets in the group receive the unmarshalling command during
operation, and the two train sets are unmarshalled if the tracking distance between
the two train sets is greater than the unmarshalling threshold and the rear train
set receives the LU code; and the second unmarshalling includes: when the rear train
set has the speed of 0 during operation of the two train sets in the group, the two
train sets are unmarshalled if the unmarshalling command is received.
[0054] Exemplarily, the dynamic unmarshalling is divided into two cases, in which one is
unmarshalling according to the plan. The unmarshalling plan is made by an operator
in advance. The unmarshalling plan includes the specific unmarshalling mode of the
train group, for example, the train group is unmarshalled to form a train and a new
train group, two new train groups, a new train group and a train, etc. The unmarshalling
plan may also be unmarshalling by time, by location, etc. For example, the unmarshalling
by location refers to that when arriving at a designated location, the train group
is unmarshalled according to the unmarshalling plan. According to the received unmarshalling
plan, the corresponding unmarshalling command is set. The unmarshalling command is
sent to the train group by using, but not limited to, the ground equipment, or by
using the group control subsystem.
[0055] The planned unmarshalling includes first unmarshalling and second unmarshalling.
The first unmarshalling includes: the two train sets in the group receives the unmarshalling
command during operation, the two train sets are unmarshalled if the tracking distance
between the two train sets is greater than the first unmarshalling threshold and the
rear train set receives the LU code. The train group is to be unmarshalled to form
two train sets according to the plan. During operation of the train group, when the
two train sets in the train group receive the unmarshalling command, the rear train
set increases the distance from the front train. The first unmarshalling threshold
is a preset value, determined by technicians according to factors such as vehicle
conditions, current line conditions, etc. The train group is unmarshalled to form
the two train sets if the tracking distance between the two train sets is greater
than the first unmarshalling threshold and the rear train set receives the LU code.
Before unmarshalling, the train group controls the operation of all the trains in
a group mode; and after unmarshalling, the two train sets operate separately. A train
operation line includes an uphill and a downhill. When the train operates at the uphill,
the speed will be decreased if a tractive force is not increased; and when the train
operates at the downhill, the speed will be increased if the tractive force is not
reduced or braking is not performed. When the train group operates to a line with
an uphill first and then a downhill, the tracking distance between the front train
set at the downhill and the rear train set at the uphill is increased. The technicians
can set the unmarshalling plan on a similar line. When the train group operates to
such line, the very long train group is unmarshalled to form several train sets by
using the first unmarshalling, such that the train operation is safer. All the train
sets continue to be marshalled for operation after passing this line.
[0056] The second unmarshalling includes: when the rear train set has the speed of 0 during
operation of the two train sets in the group, the two train sets are unmarshalled
if the unmarshalling command is received. The train group is to be unmarshalled to
form two train sets according to the plan. During operation of the two train sets
in the group, when the rear train set has the speed of 0 due to various reasons, the
two train sets are unmarshalled if the unmarshalling command is received. After the
unmarshalling command is received, the rear train set is braked, but still not receive
the LU code until the speed is 0. At this time, the two train sets are unmarshalled.
This unmarshalling mode still belongs to the second unmarshalling.
[0057] Specifically, the dynamic unmarshalling further includes third unmarshalling; and
the third unmarshalling includes: during operation of the two train sets in the group,
the rear train set is braked if wireless communication connection times out; and when
the tracking distance between the rear train set and the front train set is greater
than a second unmarshalling threshold or the speed of the rear train set is 0, the
two train sets are unmarshalled.
[0058] Exemplarily, the train group communicates using the ad-hoc network to control the
operation of the entire train group. If there is a communication failure, for example,
the front train set enters a tunnel, the rear train set cannot communicate with the
front train set, and the rear train set cannot know the specific situation of the
front train set. At this time, if the rear train set still operates in the previous
mode, safety accidents may occur. When the wireless communication connection times
out, the rear train set is braked. The communication connection timeout may be a few
times of mutual communication timeout, or may be no mutual communication all the time.
The wireless communication connection timeout is defined by technicians in advance.
For example, the front and rear train sets are defined to communicate with each other.
When the rear train set sends a message to the front train set and does not receive
a reply if the time exceeds a timeout threshold set by the technicians, it is considered
that the wireless communication connection times out. It may also be defined that
when the rear train set sends multiple messages to the front train set and receives
replies with the number less than a reply threshold set by the technicians, it is
considered that the wireless communication connection times out. The rear train set
is braked, and until the tracking distance between the rear train set and the front
train set is greater than the second unmarshalling threshold or the speed of the rear
train set is 0, the original train group is unmarshalled to form the two train sets.
[0059] Specifically, the dynamic unmarshalling further includes fourth unmarshalling; and
the fourth unmarshalling includes: when the rear train set has the speed of 0 during
operation of the two train sets in the group, the two train sets are unmarshalled
if wireless communication connection times out.
[0060] Exemplarily, during operation of the two train sets in the group, when the rear train
set has the speed of 0, the two train sets are unmarshalled if wireless communication
connection with the front train set or the ground equipment times out, that is to
say, the message from the front train set or the unmarshalling command transmitted
from the ground equipment is not received.
[0061] The dynamic unmarshalling is illustrated with examples below.
[0062] As shown in FIG. 7, a train group Q{A,B,C,D} including a train A, a train B, a train
C and a train D is operating normally. The train A is a first train, and the trains
B, C and D are following trains.
[0063] First dynamic unmarshalling example: unmarshalling is performed to form a train group
and a train.
[0064] If the current train group Q{A,B,C,D} is operating, the communication connection
with the train A, the train B, and the train C times out during operation of the train
D. When the train D is braked, and the distance from the front train C exceeds the
second unmarshalling threshold or the speed of the train D is 0, the train group Q
is unmarshalled to form a train group Q1 {A,B,C} and the train D. After unmarshalling,
in the new train group Q1 {A,B,C}, the train A is a first train according to the train
position, as shown in FIG. 8. The train D recalculates a target stop point and operates
under the guidance of the ground equipment.
[0065] Second dynamic unmarshalling example: unmarshalling is performed to form a train
and a train group.
[0066] If a current unmarshalling plan is that the train group Q{A,B,C,D} is unmarshalled
to form a train group Q2{B,C,D} and the train A. During operation, when a speed of
the train group Q2 is 0, the train group Q is unmarshalled to form the train group
Q2{B,C,D} and the train A after the unmarshalling command is received. After unmarshalling,
in the new train group Q2{B,C,D}, the train B is a first train according to the train
position, and a target stop point of the train B is recalculated, as shown in FIG.
9.
[0067] Third dynamic unmarshalling example: unmarshalling is performed to form a train group
and a train group.
[0068] If a current unmarshalling plan is that the train group Q{A,B,C,D} is unmarshalled
to form a train group Q1 {A,B} and a train group Q2{C,D}, then the train C increases
the distance from the front train B, and the train D keeps the tracking distance from
the train C and continues to operate by following the train C. The train group Q is
unmarshalled to form the train group Q1{A,B} and the train group Q2{C,D} when the
tracking distance between the train C and the train B is greater than the first unmarshalling
threshold and the train C receives the LU code. After unmarshalling, the train A is
a first train in the new train group Q1{A,B}, and the train C is a first train in
the new train group Q2{C,D}, as shown in FIG. 10.
[0069] An embodiment of the present invention further provides an ad-hoc network-based train
dynamic marshalling and unmarshalling system. As shown in FIG. 11, the system includes
a train dynamic marshalling subsystem, a train dynamic unmarshalling subsystem, a
centralized traffic control subsystem, a computer-based interlocking subsystem, a
group control subsystem, and an on-board subsystem.
[0070] The train dynamic marshalling subsystem is configured for train dynamic marshalling,
the dynamic marshalling includes first marshalling, and the first marshalling includes:
after a rear train set enters a U code section, a front train set and a rear train
set verify IDs for each other, and if the verification succeeds, the two train sets
are marshalled when meeting marshalling conditions, and group information is updated.
[0071] The train dynamic unmarshalling subsystem is configured for train dynamic unmarshalling,
and the dynamic unmarshalling includes first unmarshalling and second unmarshalling;
the first unmarshalling includes: the two train sets in a group receive an unmarshalling
command during operation, and the two train sets are unmarshalled if a tracking distance
between the two train sets is greater than a first unmarshalling threshold and the
rear train set receives an LU code; and the second unmarshalling includes: during
operation of the two train sets in the group, when the rear train set has a speed
of 0, the two train sets are unmarshalled if the unmarshalling command is received.
[0072] The centralized traffic control subsystem is configured for sending marshalling and
unmarshalling plans including train IDs to the group control subsystem, and sending
a route command to the computer-based interlocking subsystem according to the marshalling
and unmarshalling plans.
[0073] The computer-based interlocking subsystem is configured for setting routes of the
train sets according to the route command provided by the centralized traffic control
subsystem, clearing a signal when route conditions are met, and providing route status
information to the group control subsystem.
[0074] The group control subsystem is configured for sending the marshalling and unmarshalling
plans of the centralized traffic control subsystem to relevant train sets, and providing
a movement authority for a first train in a group train, and providing following trains
with line data and temporary speed limit functions according to the route status information
provided by the computer-based interlocking subsystem, a train status provided by
the on-board subsystem, and information such as line data. The group control subsystem
is further configured for receiving the unmarshalling plan, setting the unmarshalling
command according to the unmarshalling plan, and sending the unmarshalling command
to the train group. The unmarshalling plan includes a specific unmarshalling mode
of the train group.
[0075] The on-board subsystem is configured for controlling train operation according to
ground authorization and a train marshalling status.
[0076] The train set includes a train and a group train; and the two train sets include
two trains, one train and one group train, and two group trains.
[0077] The tracking distance is a distance between an end of the front train set and a head
of the rear train set.
[0078] The meeting marshalling conditions includes: the tracking distance L1 is calculated,
L2 is calculated, and the marshalling conditions are met when a value of L1-L2 is
less than a marshalling threshold, where L2 = the length of a block section where
a U code is located + the length of a block section where an HU code is located -
the distance the rear train set has operated at the U code.
[0079] The train dynamic marshalling further includes second marshalling; the second marshalling
includes: several train sets receive the marshalling plan including train IDs, the
several train sets verify the IDs for one another, and if the verification succeeds,
the several train sets are marshalled to form a new train group; and the several train
sets depart in a mode of the new train group after being marshalled.
[0080] The dynamic unmarshalling further includes third unmarshalling; and the third unmarshalling
includes: during operation of the two train sets in the group, the rear train set
is braked if wireless communication connection times out; and when the tracking distance
between the rear train set and the front train set is greater than a second unmarshalling
threshold or the speed of the rear train set is 0, the two train sets are unmarshalled.
[0081] The dynamic unmarshalling further includes fourth unmarshalling; and the fourth unmarshalling
includes: during operation of the two train sets in the group, the rear train set
is braked if wireless communication connection times out; and when the tracking distance
between the rear train set and the front train set is greater than the second unmarshalling
threshold or the speed of the rear train set is 0, the two train sets are unmarshalled.
[0082] According to the ad-hoc network based dynamic marshalling and unmarshalling technology
designed in the present invention, the trains are no longer hardly coupled by means
of couplers, and are flexibly connected by means of the ad-hoc network. The distance
between the two trains in the group train can be adjusted adaptively to completely
solve the problems of coupler extrusion and breakage, thereby improving the transportation
safety. The train in the ad-hoc network may be a 5,000 t standard train. Compared
with marshalling of an extended train (such as 20,000 tons), the length of the standard
train is only a quarter of the length of the rear train, thereby avoiding high costs
caused by adding effective tracks. The group trains may be flexibly marshalled, such
that a plurality of tracks are fully utilized. During departure, a mode of marshalling
first and then departing is used to improve the departure efficiency.
[0083] Although the present invention has been described in detail with reference to the
foregoing embodiments, those of ordinary skill in the art should understand that it
is still possible to perform modifications on the technical solutions recorded in
the foregoing embodiments, or perform equivalent substitutions on some of the technical
features; and these modifications or substitutions do not make the essence of the
corresponding technical solutions depart from the spirit and scope of the technical
solutions of the embodiments of the present invention.
1. An ad-hoc network-based train dynamic marshalling and unmarshalling method, characterized in that the method comprises train dynamic marshalling and train dynamic unmarshalling; the
train dynamic marshalling comprises first marshalling; the first marshalling comprises:
after a rear train set enters a U code section, verifying, by a front train set and
the rear train set, IDs for each other, and if the verification succeeds, marshalling
the two train sets when the two train sets meet marshalling conditions, and updating
group information; the dynamic unmarshalling comprises first unmarshalling and second
unmarshalling; the first unmarshalling comprises: receiving, by the two train sets
in a group, an unmarshalling command during operation, and unmarshalling the two train
sets if a tracking distance between the two train sets is greater than a first unmarshalling
threshold and the rear train set receives an LU code; and the second unmarshalling
comprises: when the rear train set has a speed of 0 during operation of the two train
sets in the group, unmarshalling the two train sets if the unmarshalling command is
received.
2. The marshalling and unmarshalling method according to claim 1, characterized in that the train set comprises a train and a group train; and the two train sets comprise
two trains, one train and one group train, and two group trains.
3. The marshalling and unmarshalling method according to claim 1, characterized in that the tracking distance is a distance between an end of the front train set and a head
of the rear train set.
4. The marshalling and unmarshalling method according to claim 3, characterized in that the meeting marshalling conditions comprises: calculating the tracking distance L1,
calculating L2, and meeting the marshalling conditions when a value of L1-L2 is less
than a marshalling threshold, where L2 = the length of a block section where a U code
is located + the length of a block section where an HU code is located - the distance
the rear train set has operated at the U code.
5. The marshalling and unmarshalling method according to claim 1, characterized in that the first marshalling further comprises: receiving, by a plurality of train sets,
a marshalling plan comprising train IDs, a route command, and a movement authority;
performing route setting on the plurality of train sets according to the route command;
and controlling, by the plurality of train sets, train operation according to ground
authorization and a train marshalling status.
6. The marshalling and unmarshalling method according to claim 1, characterized in that the train dynamic marshalling further comprises second marshalling; and the second
marshalling comprises: receiving, by a plurality of train sets, a marshalling plan
comprising train IDs, verifying, by the plurality of train sets, the IDs for one another,
and if the verification succeeds, marshalling the plurality of train sets to form
a new train group; and departing in a mode of the new train group after the plurality
of train sets are marshalled.
7. The marshalling and unmarshalling method according to claim 1, characterized in that the train dynamic unmarshalling further comprises: receiving an unmarshalling plan,
and setting an unmarshalling command according to the unmarshalling plan.
8. The marshalling and unmarshalling method according to claim 6, characterized in that an unmarshalling plan comprises a specific unmarshalling mode of the train group.
9. The marshalling and unmarshalling method according to claim 1, characterized in that the dynamic unmarshalling further comprises third unmarshalling; and the third unmarshalling
comprises: during operation of the two train sets in the group, braking the rear train
set if wireless communication connection times out; and when the tracking distance
between the rear train set and the front train set is greater than a second unmarshalling
threshold or the speed of the rear train set is 0, unmarshalling the two train sets.
10. The marshalling and unmarshalling method according to claim 1, characterized in that the dynamic unmarshalling further comprises fourth unmarshalling; and the fourth
unmarshalling comprises: when the rear train set has the speed of 0 during operation
of the two train sets in the group, unmarshalling the two train sets if wireless communication
connection times out.
11. An ad-hoc network-based train dynamic marshalling and unmarshalling system, characterized in that the system comprises a train dynamic marshalling subsystem and a train dynamic unmarshalling
subsystem; the train dynamic marshalling subsystem is configured for train dynamic
marshalling, the dynamic marshalling comprises first marshalling, and the first marshalling
comprises: after a rear train set enters a U code section, verifying, by a front train
set and the rear train set, IDs for each other, and if the verification succeeds,
marshalling the two train sets when the two train sets meet marshalling conditions,
and updating group information; the dynamic unmarshalling subsystem is configured
for train dynamic unmarshalling, and the dynamic unmarshalling comprises first unmarshalling
and second unmarshalling; the first unmarshalling comprises: receiving, by the two
train sets in a group, an unmarshalling command during operation, and unmarshalling
the two train sets if a tracking distance between the two train sets is greater than
a first unmarshalling threshold and the rear train set receives an LU code; and the
second unmarshalling comprises: when the rear train set has a speed of 0 during operation
of the two train sets in the group, unmarshalling the two train sets if the unmarshalling
command is received.
12. The marshalling and unmarshalling system according to claim 11, characterized in that the train set comprises a train and a group train; and the two train sets comprise
two trains, one train and one group train, and two group trains.
13. The marshalling and unmarshalling system according to claim 11, characterized in that the tracking distance is a distance between an end of the front train set and a head
of the rear train set.
14. The marshalling and unmarshalling system according to claim 13, characterized in that the meeting marshalling conditions comprises: calculating the tracking distance L1,
calculating L2, and meeting the marshalling conditions when a value of L1-L2 is less
than a marshalling threshold, where L2 = the length of a block section where a U code
is located + the length of a block section where an HU code is located - the distance
the rear train set has operated at the U code.
15. The marshalling and unmarshalling system according to claim 11, characterized in that the train dynamic marshalling further comprises second marshalling; and the second
marshalling comprises: receiving, by a plurality of train sets, a marshalling plan
comprising train IDs, verifying, by the plurality of train sets, the IDs for one another,
and if the verification succeeds, marshalling the plurality of train sets to form
a new train group; and departing in a mode of the new train group after the plurality
of train sets are marshalled.
16. The marshalling and unmarshalling system according to claim 11, characterized in that the system further comprises: a centralized traffic control subsystem for sending
a marshalling plan and an unmarshalling plan to a group control subsystem, and sending
a route command to a computer-based interlocking subsystem according to the marshalling
plan and the unmarshalling plan, where the marshalling plan and the unmarshalling
plan comprise train IDs; the computer-based interlocking subsystem for setting routes
of the train sets according to the route command provided by the centralized traffic
control subsystem, clearing a signal when route conditions are met, and providing
route status information to the group control subsystem; the group control subsystem
for sending the marshalling and unmarshalling plans of the centralized traffic control
subsystem to relevant train sets, and providing a movement authority for a first train
in a group train, and providing following trains with line data and temporary speed
limit functions according to the route status information provided by the computer-based
interlocking subsystem, a train status provided by an on-board subsystem, and information
such as line data; and the on-board subsystem for controlling train operation according
to ground authorization and a train marshalling status.
17. The marshalling and unmarshalling system according to claim 16, characterized in that the group control subsystem is further configured for receiving an unmarshalling
plan, setting an unmarshalling command according to the unmarshalling plan, and sending
the unmarshalling command to the train group.
18. The marshalling and unmarshalling system according to claim 17, characterized in that the unmarshalling plan comprises a specific unmarshalling mode of the train group.
19. The marshalling and unmarshalling system according to claim 11, characterized in that the dynamic unmarshalling further comprises third unmarshalling; and the third unmarshalling
comprises: during operation of the two train sets in the group, braking the rear train
set if wireless communication connection times out; and when the tracking distance
between the rear train set and the front train set is greater than a second unmarshalling
threshold or the speed of the rear train set is 0, unmarshalling the two train sets.
20. The marshalling and unmarshalling system according to claim 11, characterized in that the dynamic unmarshalling further comprises fourth unmarshalling; and the fourth
unmarshalling comprises: during operation of the two train sets in the group, braking
the rear train set if wireless communication connection times out; and when the tracking
distance between the rear train set and the front train set is greater than a second
unmarshalling threshold or the speed of the rear train set is 0, unmarshalling the
two train sets.