|
(11) | EP 3 760 513 B1 |
| (12) | EUROPEAN PATENT SPECIFICATION |
|
|
| (54) |
MULTI-TRAIN COOPERATIVE CONTROLLING METHOD AND SYSTEM USING VIRTUAL COUPLING KOOPERATIVES MEHRZUGSTEUERUNGSVERFAHREN UND -SYSTEM MIT VERWENDUNG VON VIRTUELLER KOPPLUNG PROCÉDÉ ET SYSTÈME DE COMMANDE COOPÉRATIVE MULTI-TRAIN À L'AIDE D'UN COUPLAGE VIRTUEL |
|
|
|||||||||||||||||||||||||||||||
| Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention). |
TECHNICAL FIELD
[0001] The present disclosure relates to a field of rail transit technology, and more particularly, to a multi-train cooperative controlling method and system using virtual coupling.
BACKGROUND
[0002] In rail transit, tracking control is usually carried out by blocking, that is, it is a technical method of sectioning by using a signal or a certificate to ensure trains to operate in such a way that a certain distance must be maintained between a preceding train and a tracking train (a block-based system). In this mode, a front controlled train is tracked according to a block section, which has a relatively large tracking interval, and relatively low control efficiency as affected by more control hierarchies; in addition, the two trains are managed as independent individuals, respectively occupying a train number and a planned line, and thus, transportation capacity of a single train cannot be flexibly adjusted. Although existing lines adopt a train reconnection mode, yet as affected by physical connection of a device such as a coupler, connection and disassembly efficiency thereof is not high, so online dynamic control cannot be implemented, and as affected by a length of a platform, physical reconnection of only two trains can be implemented.
[0003] Patent Application No. CN201710686257.0 discloses a virtual coupling small-group train control method; in the method, point-to-point communication is implemented between controlled trains based on a vehicle-mounted device, to further constitute a virtual coupling small-group. Since coupling is implemented in a virtual mode, higher requirements are put forward for multi-train cooperative control in the trains; a tracking strategy of a controlled train to an immediately preceding train in the above-described patent is that: the main train follows operating states, i.e., accelerating, cruising and decelerating of the immediately preceding train; a control model is for closed-loop feedback control based on acceleration, with distance deviation and speed deviation as input; and meanwhile, a relative safety distance is calculated in real time according to a current speed as a safety restrictive condition of the control model. However, such a tracking strategy is very simple; during actual operation of virtual coupling trains, the trains will experience rapid acceleration, rapid deceleration and other phenomena that cause the train to shake, making passengers seriously uncomfortable. Such a phenomenon is especially serious in multi-train situations, for example, 3-train grouping, 8-train grouping, and 16-train grouping. DE 19824013A1 discloses a method of controlling rail vehicles, e.g. calculating a target speed and a target acceleration of a vehicle.
SUMMARY
[0004] With respect to the technical problem in the prior art that stable cooperation cannot be achieved in multi-train virtual coupling situations, the present disclosure proposes a multi-train cooperative controlling method using virtual coupling.
[0006] There is provided a multi-train cooperative controlling method using virtual coupling according to claim 1, the method including:
Firstly, obtaining acceleration of a train adjacent to a controlled train, a speed difference value between the train adjacent to the controlled train and the controlled train, and a redundancy distance between the train adjacent to the controlled train and the controlled train;
Secondly, determining acceleration of the controlled train according to the acceleration of the train adjacent to the controlled train, the speed difference value between the train adjacent to the controlled train and the controlled train, and the redundancy distance between the train adjacent to the controlled train and the controlled train; and
Finally, adjusting a speed of the controlled train according to the determined acceleration of the controlled train.
[0007] There is provided a multi-train cooperative controlling system using virtual coupling according to claim 8, the system including:
An information obtaining unit, configured to obtain acceleration of a train adjacent to a controlled train and the controlled train, a speed difference value between the train adjacent to the controlled train and the controlled train, and a redundancy distance between the train adjacent to the controlled train and the controlled train;
An acceleration calculating unit, configured to determine acceleration of the controlled train according to the acceleration of the train adjacent to the controlled train, the speed difference value between the train adjacent to the controlled train and the controlled train, and the redundancy distance between the train adjacent to the controlled train and the controlled train;
A speed adjusting unit, configured to adjust a speed of the controlled train according to the determined acceleration of the controlled train;
A communicating unit, configured to perform communication between front controlled trains and communication between the trains and a control center; and
The control center, configured to monitor an operating state of a train group in real time.
[0008] Through the technical solution of the present disclosure, efficient and safe operation of the virtual coupling multi-train group is achieved. Other features and advantages of the present disclosure will be further explained in the following description, and partly become self-evident therefrom, or be understood through implementation of the present disclosure. The objectives and other advantages of the present disclosure will be achieved through the structure specifically pointed out in the description, claims, and the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009]
FIG. 1 shows a schematic diagram of a positional relationship of cooperative control;
FIG. 2 shows a schematic diagram of switching operating states;
FIG. 3 shows a schematic diagram of a positional relationship between two trains with a negative redundancy distance according to the embodiment of the present disclosure; and
FIG. 4 shows a structural diagram of a cooperative controlling system according to an embodiment of the present disclosure.
DETAILED DESCRIPTION
[0010] In order to further set forth the technical means adopted for achieving a predetermined object of the present disclosure and effects thereof, specific implementations, structures, features and effects of the application according to the present disclosure will be described in details in conjunction with accompanying drawings and preferred embodiments as follows. In the following description, different phrases "one embodiment" and "an embodiment" do not necessarily refer to the same embodiment. The scope of the invention is defined by the claims.
[0011] In the embodiments of the present disclosure, multiple trains are no longer physically connected by a device such as a coupler, but implement multi-train virtual coupling by means of wireless communication such as train-to-train communication. In a virtual coupling system, since the respective trains are not physically connected by a device such as a coupler, but are connected in a wireless manner, a distance between the trains or relative positions thereof will change during operation of the trains. For example, FIG. 1 exemplarily shows a diagram of a positional relationship between multiple trains under cooperative control in the virtual coupling system. In the present disclosure, virtual coupling multi-train cooperation are controlled, and according to a front-rear relationship of multi-train positions, the consecutive multiple trains are regarded as a virtual coupling train group; when controlling a certain train in the train group, the train may be regarded as a controlled train, and according to a state of the controlled train and an operating state of an adjacent train thereof, control acceleration of the controlled train is determined, so as to adjust a speed of the controlled train.
[0012] The following description of figures 1 and 2 are not according to the invention and are present for illustration purposes only. As shown in FIG. 1, the multiple trains include train 1...train i-1, train i...train N, where, train 1 may be taken as a pilot train. The embodiment of the present disclosure are exemplarily described with two trains, i.e., train i and train i-1, which are in a front-rear adjacent relationship among the multiple trains as an example.
[0013] Train i, as a controlled train, has a certain distance from train i-1, which is an immediately preceding train adjacent thereto. In the diagram, xi and xi-1 respectively represent positions where heads of train i and train i-1 are located; vi and vi-1 respectively represent current driving speeds of train i and train i-1; D(vi, vi-1) is an ideal distance that needs to be maintained between the two trains when the driving speed of train i is vi, and the driving speed of train i-1 is vi-1; and the ideal distance is affected by a speed of the controlled train. During operation of the trains, the distance D(vi, vi-1) between train i and train i-1 is a relatively ideal distance; and when the two trains maintain the ideal distance for operation, efficient operation of the trains can be ensured, without safety issues such as collision.
[0014] Where, the above-described ideal distance D(vi, vi-1) is also related to a safety distance d0, a train length L, a common braking distance Sci(vi) of train i, and an urgent braking distance Sui-1(vi-1) of train i-1. The common braking distance Sci(vi) of train i depends on the current speed vi of train i, and may be obtained by querying actual train parameters; and the urgent braking distance Sui-1(vi-1) of train i-1 depends on the current speed vi-1 of train i-1, and may be obtained by querying actual train parameters.
[0016] In the above-described Formula (1), d0 is the safety distance reserved between the head of the controlled train and a tail of the immediately preceding train when the two trains stop after the controlled train adopts common braking, in a case where the immediately preceding train adopts urgent braking. The safety distance d0 is affected by brake reaction time of a driver, signal processing and transmission delay in a train device, and a speed of the controlled train; specifically, the safety distance d0=(brake reaction time+signal processing and transmission delay) × controlled train speed×safety factor, where, the safety factor is between 1 and 2.
[0017] The operation process of the multi-train system based on virtual coupling according to the embodiment of the present disclosure is divided into different operating states based on a distance relationship and a speed relationship between the controlled train and the immediately preceding train; and by control means such as train speed accelerating or decelerating, the train may switch between different operating states, to finally achieve a balanced operating state where the controlled train and the immediately preceding train have consistent speeds and a stable distance. For example, a table below shows 9 operating states.
| Distance relationship | Speed relationship | Operating states | Accelerating/decelerating trend analysis |
| x¡<xi-1-D(vi, vi-1) | vi>vi-1 | 1 | Controlled train decelerates, entering operating state 5. |
| vi=vi-1 | 2 | Controlled train firstly accelerates, entering operating state 1; then decelerates, entering operating state 5. | |
| v¡<vi-1 | 3 | Controlled train firstly accelerates, entering operating state 2; further accelerates, entering operating state 1; and then decelerates, entering operating state 5. | |
| xi=xi-1-D(vi, vi-1) | vi>vi-1 | 4 | Controlled train operates at a constant speed, to enter operating state 7. |
| vi=vi-1 | 5 | Controlled train maintains a current operating state. If it accelerates, it will enter operating state 7; and if it decelerates, it will enter operating state 3. | |
| v¡<vi-1 | 6 | Controlled train operates at a constant speed, to enter operating state 3. | |
| xi>Xi-1-D(vi, vi-1) | vi>vi-1 | 7 | Controlled train firstly decelerates, entering operating state 8; further decelerates, entering operating state 9; and finally accelerates, entering operating state 5. |
| vi=vi-1 | 8 | Controlled train firstly decelerates, entering operating state 9; then accelerates, entering operating state 5. | |
| v¡<vi-1 | 9 | Controlled train accelerates, entering operating state 5. |
[0018] As shown in the above table, based on a relationship between an actual distance and the ideal distance D(vi, vi-1), as well as the speed relationship between the controlled train (train i) and the immediately preceding train (train i-1), the operating states of the train are set to 9 types. During actual operation, a speed of the controlled train may be controlled, for example, the speed may be increased or decreased through acceleration, so that the controlled train enters from one operating state into another operating state; and it should be well known to those skilled in the art that, acceleration is a positive number when increasing the speed; while deceleration is a negative number when decreasing the speed. Wherein, in operating state 5, the distance between the controlled train and the immediately preceding train is the ideal distance D(vi, vi-1), and operating speeds of the two are also the same, that is, the two enter a stable operating state. If all the trains in the train group (except the pilot train) are near the stable operating state 5, the entire train group may achieve efficient and safe operation.
[0019] During operation of the trains, due to some objective reasons, it is necessary to adjust the speed and the separation distance between trains, so that the controlled train further switches between the above-described operating states and changes between a stable operating state and an unstable operating state. For example, FIG. 2 shows a schematic flow chart that the controlled train switches between different operating states.
[0020] As shown in FIG. 2, in operating state 6, the distance between train i (the controlled train) and train i-1 (the immediately preceding train) is the ideal distance D(vi, vi-1), while at this time, the speed vi of train i is less than the speed vi-1 of train i-1; and such a speed relationship changes the distance relationship between the front train and the rear train from xi=xi-1-D(vi, vi-1) to x¡<xi-1-D(vi, vi-1). At this time, train i enters operating state 3; in operating state 3, train i accelerates, and after accelerating to vi=vi-1, it enters operating state 2. In operating state 2, train i continues accelerating and enters operating state 1. In operating state 1, vi>vi-1, at this time, train i begins to decelerate, and finally makes xi=xi-1-D(vi, vi-1), vi=vi-1, entering stable operating state 5. At this time, the front train and the rear train maintain the ideal distance D(vi, vi-1), and have consistent speeds, that is, the two trains are in a stable, efficient and safe operating state.
[0021] As shown in FIG. 2, in operating state 4, the safety distance between train i (the controlled train) and train i-1 (the immediately preceding train) is the ideal distance D(vi, vi-1), while at this time, the speed vi of train i is greater than the speed vi-1 of train i-1; and such a speed relationship changes the distance relationship between the two trains from xi=xi-1-D(vi, vi-1) to xi>xi-1-D(vi, vi-1). At this time, train i enters operating state 7; in operating state 7, train i decelerates, and after decelerating to vi=vi-1, the train enters operating state 8. In operating state 8, train i continues decelerating and enters operating state 9. In operating state 9, vi<vi-1, at this time, train i begins to accelerate, and finally makes xi=xi-1-D(vi, vi-1), vi=vi-1, entering stable operating state 5. At this time, the front train and the rear train maintain the ideal distance D(vi, vi-1), and have consistent relative speeds, that is, the two trains are in a stable, efficient and safe operating state.
[0022] In the stable operating state, the front train and the rear train have consistent relative speeds and maintain a certain ideal distance, for example, the trains are in a stopped operating state or a high-speed stable operating state.
[0023] However, due to some objective reasons such as train departure, stop at a station, or line speed limit, etc., a train in a stable operating state needs to break the above-described stable operating state. Therefore, train i (the controlled train) will enter from the stable operating state into other unstable operating state. Exemplarily, when train i is in stable operating state 5, a front train is about to arrive at the station, at this time, train i-1 decelerates, and the speed vi-1 thereof decreases, causing the speed vi of train i to be greater than the speed vi-1 of the immediately preceding train, at this time, train i enters from operating state 5 into operating state 4, and further enters into operating state 7; when the train leaves the station, the speed vi-1 of train i-1 increases, causing the speed vi of train i to be less than the speed vi-1 of train i-1, at this time, the train enters from operating state 5 into operating state 6, and further enters into operating state 3. Exemplarily, when the train is operating at a high speed, and the track line is in a good condition, train i may increase the speed, at this time, the train enters from operating state 5 into operating state 3; and if the line condition is poor, train i needs to pass through at a reduced speed, and at this time, the train enters from operating state 5 into operating state 7.
[0024] After train i enters into operating state 3 or operating state 7 as described above, as shown in the above table and FIG. 2, it may continue to change the operating state by control means of acceleration and deceleration and reach a stable operating state.
[0025] Among the 9 operating states as listed above, a control force (a combined force of a driving force, a braking force, resistance, etc.) reasonably exerted on the controlled train may accelerate or decelerate the latter, so that the controlled train may switch between different operating states, and finally switch to stable operating state 5, that is, when all trains in the train group are operating at a high speed, it is guaranteed that the respective trains track one after another at a same high speed with a suitable safety distance, or all trains in the train group stop.
[0026] In order to judge the various operating states of the trains for cooperative control, to further achieve safe operation of the trains, during operation of the trains, the immediately preceding train may send information such as position information, speed information, and acceleration information thereof to the controlled train in real time. Optionally, the controlled train may also actively detect information such as position, speed and acceleration of the immediately preceding train in real time through a detecting apparatus, or obtain information such as position, speed and acceleration of the immediately preceding train through a train control system.
[0027] After the train is in one operating state, train i may switch between different operating states by control means of speed increasing or decreasing through certain acceleration. During acceleration and deceleration, train i dynamically adjusts its own acceleration ai based on a redundancy distance Δxi and a relative speed v̂i between the controlled train and the immediately preceding train.
[0028] In the embodiment of the present disclosure, an acceleration difference value Δai of the front controlled train is calculated by using a formula below:
[0029] Where:
i=2,3,...,N;
max() means to take a maximum value between two or more;
v̂i (i>1, the controlled train) is the speed of train i relative to train i-1, v̂i=vi-vi-1;
Δxi (i>1, the controlled train) is a distance difference between train i and a position D(vi, vi-1) after train i-1, and is an allowable redundancy distance between train i and train i-1, where, Δxi=xi-(xi-1-D(vi, vi-1)); the trains maintain the ideal distance D(vi, vi-1) during operation, but in practice, there may be the redundancy distance Δxi that deviates from the ideal distance D(vi, vi-1), in other words, Δxi is the distance between the position of train i and the position D(vi, vi-1) after train i-1; for example, FIG. 3 shows a schematic diagram that the distance between the controlled train and the immediately preceding train is greater than the ideal distance D(vi, vi-1), that is, the redundancy distance at this time is a negative number; and from the diagram, it can be seen that, the actual distance (xi-1-xi) between the front train and the rear train is D(vi, vi-1)-Δxi;
xi is a position of the head of train i; vi is the speed of train i; ai (i>0, a non-pilot train) is the control acceleration of train i; ai-1 (i>0, a non-pilot train) is the actual acceleration of train i-1;
aacc_max is maximum driving acceleration of the train; and it should be well known to those skilled in the art that, the driving acceleration is a positive number during driving;
abreak_c is common braking acceleration of the train; and it should be well known to those skilled in the art that, the braking acceleration is a negative number during braking;
xm is distance deviation when a train control force reaches the maximum, and has a value between 90 m and 120 m.
With respect to the pilot train among the trains, head position, train speed, and actual train acceleration are respectively x1, v1 and ai ;
In the embodiment of the present disclosure, with respect to multi-train cooperative control, information such as current head position, speed, and acceleration of the immediately preceding train is considered, so that the controlled train efficiently and safely follows the immediately preceding train.
[0030] After the acceleration difference between the controlled trains is obtained by using the above-described Formula (2), train i adjusts the acceleration of train i according to the acceleration of train i-1, to further change the operating state of the train; and the control acceleration of train i is as shown in Formula (3). Through acceleration and deceleration adjustments according to the embodiment of the present disclosure, multiple trains using virtual coupling implement cooperative control, which greatly improves stability, comfort, and safety of train operation.
[0031] Corresponding to the above-described method, an embodiment of the present disclosure further provides a multi-train cooperative controlling system using virtual coupling. As shown in FIG. 4, a control center implements data transmission with respective trains through a train communicating unit; and data transmission between the respective trains may be implemented through the train communicating unit. The cooperative controlling system includes an information obtaining unit, an acceleration calculating unit, and a speed adjusting unit, wherein, the information obtaining unit is configured to obtain acceleration of an immediately preceding train, a speed difference value between the immediately preceding train and a controlled train, and a redundancy distance between the immediately preceding train and the controlled train; the acceleration calculating unit is configured to determine control acceleration of the controlled train according to the acceleration of the immediately preceding train, the speed difference value between the immediately preceding train and the controlled train, and the redundancy distance between the immediately preceding train and the controlled train; and the speed adjusting unit is configured to adjust a speed of the controlled train according to the determined control acceleration of the controlled train. The cooperative controlling system further includes a communicating unit; and the communicating unit is configured to implement data transmission between trains and between the trains and the control center.
[0032] The embodiment of the present disclosure is exemplarily described by taking the rear train as a controlled train that follows the front train. Yet not claimed, it is also applicable that the front train is taken as a controlled train that makes adjustment according to an operating state of the rear train.
[0033] In the embodiments of the present disclosure, multiple adjacent trains operating on a same line in a same direction are organized as a whole, and the trains are no longer independent individuals but have an internal association relationship established, thereby breaking the concept of block section, and improving train control efficiency; the acceleration of the rear train is determined according to the acceleration parameter of the front train, the parameter of the speed difference value between the front train and the rear train, and the parameter of the redundancy distance between the front train and the rear train, thereby making the virtual coupling trains safer and more reliable, and further reducing a tracking distance between two adjacent trains among multiple trains; there is no physical connection between the trains, and flexibility thereof is greatly improved.
firstly, obtaining acceleration of a train adjacent to a controlled train, a speed difference value between the train adjacent to the controlled train and the controlled train, and a redundancy distance between the train adjacent to the controlled train and the controlled train;
wherein the redundancy distance Δxi is a distance difference between a train i and a position D(vi, vi-1) after a train i-1, and it is an allowable redundant distance between the train i and the train i-1, where, Δxi =xi-(xi-1-D(vi, vi-1)), xi is a position of a head of the train i, vi is a speed of train i, the train i is the controlled train, the train i-1 is an immediately preceding train corresponding to the train adjacent to the controlled train and the position D(vi,vi-1) is an ideal distance that needs to be maintained between the two trains when the driving speed of the train i is vi and the driving speed of train i-1 is vi-1;
secondly, determining an acceleration difference value between the train adjacent to the controlled train and the controlled train, according to the speed difference value between the train adjacent to the controlled train and the controlled train, and the redundancy distance between the train adjacent to the controlled train and the controlled train;
determining an acceleration of the controlled train according to the acceleration difference value and the acceleration of the train adjacent to the controlled train; and
finally, adjusting a speed of the controlled train according to the determined acceleration of the controlled train;
wherein the controlled train and the the train adjacent to the controlled train communicate via wireless communication.
the acceleration difference value Δai between the train adjacent to the controlled train and the controlled train is specifically determined as:
where,
i=2,3,...,N;
max() means to take a maximum value between two or more;
v̂i is a difference value between the speed vi of the controlled train and the speed vi-1 of the train adjacent to the controlled train, v̂i = vi -vi-1;
aacc_max is maximum driving acceleration of the train;
abreak_c is common braking acceleration of the train;
ai-1 is actual acceleration of the train adjacent to the controlled train; xm is distance deviation when a train control force reaches the maximum; the control
acceleration ai of the controlled train is specifically determined as:
the ideal distance between the train adjacent to the controlled train and the controlled train is determined according to a safety distance between the train adjacent to the controlled train and the controlled train, a common braking distance of the controlled train, and an urgent braking distance of the train adjacent to the controlled train.
the common braking distance of the controlled train is obtained by querying actual train parameters.
the urgent braking distance of the train adjacent to the controlled train is obtained by querying actual train parameters.
the safety distance is determined according to brake reaction time, signal processing and transmission delay, and speeds of the train adjacent to the controlled train and the controlled train.
a control center, configured to monitor an operating state of a train group in real time;
a controlled train and a train adjacent to the controlled train;
wherein the controlled train comprises:an information obtaining unit, configured to obtain acceleration of the train adjacent to the controlled train, a speed difference value between the train adjacent to the controlled train and the controlled train, and a redundancy distance between the train adjacent to the controlled train and the controlled train;
wherein the redundancy distance Δxi is a distance difference between a train i and a position D(vi, vi-1) after a train i-1, and it is an allowable redundant distance between the train i and the train i-1, where, Δxi =xi-(xi-1-D(vi, vi-1)), xi is a position of a head of the train i, vi is a speed of train i, the train i is the controlled train, the train i-1 is an immediately preceding train corresponding to the train adjacent to the controlled train and the position D(vi,vi-1) is an ideal distance that needs to be maintained between the two trains when the driving speed of the train i is vi and the driving speed of train i-1 is vi-1;
an acceleration calculating unit, configured to determine an acceleration difference value between the train adjacent to the controlled train and the controlled train according to the speed difference value between the train adjacent to the controlled train and the controlled train, and the redundancy distance between the train adjacent to the controlled train and the controlled train, wherein the acceleration calculating unit is configured to determine an acceleration of the controlled train according to the acceleration difference value and the acceleration of the train adjacent to the controlled train;
a speed adjusting unit, configured to adjust a speed of the controlled train according to the determined acceleration of the controlled train;
a communicating unit, configured to perform communication between the controlled train and the train adjacent to the controlled train and communication between the controlled train and the control center.
erstens Erhalten einer Beschleunigung eines an einen gesteuerten Zug angrenzenden Zuges, eines Geschwindigkeitsdifferenzwerts zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug und eines Redundanzabstands zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug;
wobei der Redundanzabstand Δxi eine Abstanddifferenz zwischen einem Zug i und einer Position D(vi, vi-1) nach einem Zug i-1 ist und er ein zulässiger redundanter Abstand zwischen dem Zug i und dem Zug i-1 ist, wobei Δxi = xi-(xi-1-D(vi, vi-1)), xi eine Position einer Spitze des Zuges i ist, vi eine Geschwindigkeit des Zuges i ist, der Zug i der gesteuerte Zug ist, der Zug i-1 ein unmittelbar vorausfahrender Zug ist, der dem an den gesteuerten Zug angrenzenden Zug entspricht, und die Position D(vi,vi-1) ein idealer Abstand ist, der zwischen den beiden Zügen eingehalten werden muss, wenn die Fahrgeschwindigkeit des Zuges i vi ist und die Fahrgeschwindigkeit des Zuges i-1 vi-1 ist;
zweitens Bestimmen eines Beschleunigungsdifferenzwerts zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug gemäß dem Geschwindigkeitsdifferenzwert zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug und dem Redundanzabstand zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug;
Bestimmen einer Beschleunigung des gesteuerten Zuges gemäß dem Beschleunigungsdifferenzwert und der Beschleunigung des an den gesteuerten Zug angrenzenden Zuges; und
schließlich Einstellen einer Geschwindigkeit des gesteuerten Zuges gemäß der bestimmten Beschleunigung des gesteuerten Zuges;
wobei der gesteuerte Zug und der an den gesteuerten Zug angrenzende Zug über drahtlose Kommunikation kommunizieren.
der Beschleunigungsdifferenzwert Δai zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug insbesondere bestimmt wird als:
wobei
i = 2, 3, ..., N;
max() bedeutet, einen Maximalwert zwischen zwei oder mehr auszuwählen;
ν̂i ein Differenzwert zwischen der Geschwindigkeit vi des gesteuerten Zuges und der Geschwindigkeit vi-1 des an den gesteuerten Zug angrenzenden Zuges ist, ν̂i = vi - vi-1;
aacc_max die maximale Fahrbeschleunigung des Zuges ist;
abreak_c eine gemeinsame Bremsbeschleunigung des Zuges ist;
ai-1 eine Ist-Beschleunigung des an den gesteuerten Zug angrenzenden Zuges ist;
xm eine Abstandsabweichung ist, wenn eine Zugsteuerungskraft das Maximum erreicht;
die Steuerbeschleunigung ai des gesteuerten Zuges insbesondere bestimmt wird als:
der ideale Abstand zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug gemäß einem Sicherheitsabstand zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug, einem gemeinsamen Bremsweg des gesteuerten Zuges und einem dringenden Bremsweg des an den gesteuerten Zug angrenzenden Zuges bestimmt wird.
der gemeinsame Bremsweg des gesteuerten Zuges durch Abfragen von Ist-Zugparametern erhalten wird.
der dringende Bremsweg des an den gesteuerten Zug angrenzenden Zuges durch Abfragen von Ist-Zugparametern erhalten wird.
der Sicherheitsabstand gemäß einer Bremsreaktionszeit, Signalverarbeitung und Übertragungsverzögerung und Geschwindigkeiten des an den gesteuerten Zug angrenzenden Zuges und des gesteuerten Zuges bestimmt wird.
eine Leitstelle, die dazu konfiguriert ist, einen Betriebszustand einer Zuggruppe in Echtzeit zu überwachen;
einen gesteuerten Zug und einen an den gesteuerten Zug angrenzenden Zug;
wobei der gesteuerte Zug umfasst:
eine Informationserhaltungseinheit, die dazu konfiguriert ist, eine Beschleunigung des an den gesteuerten Zug angrenzenden Zuges, einen Geschwindigkeitsdifferenzwert zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug und einen Redundanzabstand zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug zu erhalten;
wobei der Redundanzabstand Δxi eine Abstanddifferenz zwischen einem Zug i und einer Position D(vi, VI-1) nach einem Zug i-1 ist und er ein zulässiger redundanter Abstand zwischen dem Zug i und dem Zug i-1 ist, wobei Δxi = xi-(xi-1-D(vi, Vi-1)), xi eine Position einer Spitze des Zuges i ist, vi eine Geschwindigkeit des Zuges i ist, der Zug i der gesteuerte Zug ist, der Zug i-1 ein unmittelbar vorausfahrender Zug ist, der dem an den gesteuerten Zug angrenzenden Zug entspricht, und die Position D(vi,vi-1) ein idealer Abstand ist, der zwischen den beiden Zügen eingehalten werden muss, wenn die Fahrgeschwindigkeit des Zuges i vi ist und die Fahrgeschwindigkeit des Zuges i-1 vi-1 ist;
eine Beschleunigungsberechnungseinheit, die dazu konfiguriert ist, einen Beschleunigungsdifferenzwert zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug gemäß dem Geschwindigkeitsdifferenzwert zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug und dem Redundanzabstand zwischen dem an den gesteuerten Zug angrenzenden Zug und dem gesteuerten Zug zu bestimmen, wobei die Beschleunigungsberechnungseinheit dazu konfiguriert ist, eine Beschleunigung des gesteuerten Zuges gemäß dem Beschleunigungsdifferenzwert und der Beschleunigung des an den gesteuerten Zug angrenzenden Zuges zu bestimmen;
eine Geschwindigkeitseinstellungseinheit, die dazu konfiguriert ist, eine Geschwindigkeit des gesteuerten Zuges gemäß der bestimmten Beschleunigung des gesteuerten Zuges einzustellen;
eine Kommunikationseinheit, die dazu konfiguriert ist, Kommunikation zwischen dem gesteuerten Zug und dem an den gesteuerten Zug angrenzenden Zug und Kommunikation zwischen dem gesteuerten Zug und der Leitstelle durchzuführen.
tout d'abord, l'obtention d'une accélération d'un train adjacent à un train commandé, une valeur de différence de vitesse entre le train adjacent au train commandé et le train commandé, et une distance de redondance entre le train adjacent au train commandé et le train commandé ;
ladite distance de redondance Δxi étant une différence de distance entre un train i et une position D(vi,vi-1) après un train i-1, et c'est une distance redondante admissible entre le train i et le train i-1, où Δxi = xi-(xi-1-D(vi,vi-1)), xi est une position d'une tête du train i, vi est une vitesse du train i, ledit train i est le train commandé, le train i-1 est un train immédiatement précédent correspondant au train adjacent au train commandé et la position D(vi,vi-1) est une distance idéale nécessitant d'être maintenue entre les deux trains lorsque la vitesse de circulation du train i est vi et la vitesse de conduite du train i-1 est vi-1 ;
ensuite, la détermination d'une valeur de différence d'accélération entre le train adjacent au train commandé et le train commandé, selon la valeur de différence de vitesse entre le train adjacent au train commandé et le train commandé, et la distance de redondance entre le train adjacent au train commandé et le train commandé ;
la détermination d'une accélération du train commandé en fonction de la valeur de différence d'accélération et de l'accélération du train adjacent au train commandé ; et
enfin, le réglage d'une vitesse du train commandé selon l'accélération déterminée du train commandé ;
ledit train commandé et ledit train adjacent au train commandé communiquant par l'intermédiaire d'une communication sans fil.
ladite valeur de différence d'accélération Δai entre le train adjacent au train commandé et le train commandé étant spécifiquement déterminée sous la forme :
où,
i=2,3,...,N ;
max() signifie prendre une valeur maximale entre deux ou plus ;
v̂l est une valeur de différence entre la vitesse vi du train commandé et la vitesse vi-1 du train adjacent au train commandé, v̂i = vi - vi-1;
aacc_max est l'accélération d'entraînement maximale du train ;
afrein_c est l'accélération de freinage commune du train ;
ai-1 est l'accélération réelle du train adjacent au train commandé ;
xm est l'écart de distance lorsqu'une force de commande de train atteint le maximum ;
ladite accélération de commande ai du train commandé étant spécifiquement déterminée
sous la forme :
ladite distance idéale entre le train adjacent au train commandé et le train commandé étant déterminée selon une distance de sécurité entre le train adjacent au train commandé et le train commandé, une distance de freinage commune du train commandé, et une distance de freinage d'urgence du train adjacent au train commandé.
ladite distance de freinage commune du train commandé étant obtenue en interrogeant les paramètres réels du train.
ladite distance de freinage d'urgence du train adjacent au train commandé étant obtenue en interrogeant les paramètres réels du train.
ladite distance de sécurité étant déterminée en fonction du temps de réaction des freins, du délai de traitement et de transmission du signal, et des vitesses du train adjacent au train commandé et du train commandé.
un train commandé et un train adjacent au train commandé ;
ledit train commandé comprenant :
une unité d'obtention d'informations, conçue pour obtenir une accélération du train adjacent au train commandé, une valeur de différence de vitesse entre le train adjacent au train commandé et le train commandé, et une distance de redondance entre le train adjacent au train commandé et le train commandé ;
ladite distance de redondance Δxi étant une différence de distance entre un train i et une position D(vi,vi-1) après un train i-1, et c'est une distance redondante admissible entre le train i et le train i-1, où, Δxi = xi-(xi-1-D(vi,vi-1)), xi est une position d'une tête du train i, vi est une vitesse du train i, le train i est le train commandé, le train i-1 est un train immédiatement précédent correspondant au train adjacent au train commandé et la position D(vi,vi-1) est une distance idéale nécessitant d'être maintenue entre les deux trains lorsque la vitesse de circulation du train i est vi et la vitesse de circulation du train i-1 est vi-1 ;
une unité de calcul d'accélération, conçue pour déterminer une valeur de différence d'accélération entre le train adjacent au train commandé et le train commandé selon la valeur de différence de vitesse entre le train adjacent au train commandé et le train commandé, et la distance de redondance entre le train adjacent au train commandé et le train commandé, ladite unité de calcul d'accélération étant conçue pour déterminer une accélération du train commandé selon la valeur de différence d'accélération et de l'accélération du train adjacent au train commandé ;
une unité de réglage de vitesse, conçue pour régler une vitesse du train commandé selon l'accélération déterminée du train commandé ;
une unité de communication, conçue pour réaliser une communication entre le train commandé et le train adjacent au train commandé et une communication entre le train commandé et le centre de commande.
REFERENCES CITED IN THE DESCRIPTION
This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.
Patent documents cited in the description