CN115384584B - Rail train operation control system and method - Google Patents
Rail train operation control system and methodDownload PDFInfo
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- CN115384584B CN115384584BCN202210931007.XACN202210931007ACN115384584BCN 115384584 BCN115384584 BCN 115384584BCN 202210931007 ACN202210931007 ACN 202210931007ACN 115384584 BCN115384584 BCN 115384584B
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- 238000004364calculation methodMethods0.000abstractdescription5
- 238000010586diagramMethods0.000description3
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
- Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]
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Abstract
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a rail train operation control system and method.
Background
Rail trains refer to vehicles in rail transit, including subways, light rails, monorails, trams, rubber-tyred trolleys, magnetically levitated trains, and the like. Along with the improvement of the running autonomy of the rail train, devices such as sensors on a vehicle-mounted end (namely the rail train) are continuously increased, and the rail train has the functions of image recognition, driving prediction, data analysis and the like, so that the driving safety, convenience and accuracy of the rail train can be improved.
The vehicle-mounted terminal calculates rail train operation data, rail equipment data and the like, and controls and operates the rail train. The vehicle-mounted end has limited calculated amount, and the vehicle-mounted end has the defects of long delay, large control error, low train control accuracy and the like when controlling the rail train in the face of increasing rail train operation data, rail equipment data and the like.
Disclosure of Invention
In order to solve one of the technical defects, the embodiment of the application provides a rail train operation control system and method, wherein the technical scheme is as follows:
according to a first aspect of embodiments of the present application, there is provided a rail train operation control system, the system comprising:
the cloud control end corresponds to a first section formed by total stations in the track and is used for calculating and sending a first control instruction of each track train in the first section based on the operation data in the first section;
the side control ends sequentially correspond to a second section formed between two stations in the track, and the side control ends are used for calculating and sending second control instructions of each track train in the second section based on the operation data in the second section;
the vehicle-mounted end is used for calculating a third control instruction of the rail train based on the operation data of the rail train and the previous rail train in the same direction, determining an operation instruction based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, and controlling the rail train to operate.
According to a second aspect of the embodiments of the present application, there is provided a rail train operation control method, which is applied to the rail train operation control system described above, the method including:
the cloud control end receives operation data in a first interval; the cloud control end calculates and sends a first control instruction of each rail train in the first section based on the operation data in the first section;
the edge control end receives operation data in a second interval; the side control end calculates and sends second control instructions of each rail train in the second section based on the operation data in the second section;
the first control instruction and the second control instruction are used for the vehicle-mounted end to combine a third control instruction and corresponding weights to determine an operation instruction of the rail train, the operation instruction is used for controlling the rail train to operate, and the third control instruction is calculated by the vehicle-mounted end based on operation data of the rail train and the previous rail train in the same direction.
According to a third aspect of the embodiments of the present application, there is provided a rail train operation control method, which is applied to the rail train operation control system described above, the method including:
the vehicle-mounted terminal receives a first control instruction and a second control instruction; the first control instruction is calculated by the cloud control end based on the operation data in the first interval, and the second control instruction is calculated by the edge control end based on the operation data in the second interval;
the vehicle-mounted end calculates and obtains a third control instruction of the track train based on the operation data of the track train and the previous track train in the same direction; the vehicle-mounted terminal determines weights respectively corresponding to the first control instruction, the second control instruction and the third control instruction; the vehicle-mounted end determines an operation instruction of the rail train based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, and the operation instruction is used for controlling the rail train to operate.
By adopting the rail train operation control system provided by the embodiment of the application, the cloud control end receives first interval operation data formed by the total stations in the rail, and calculates and obtains a first control instruction of the rail train in the first interval based on the operation data of the first interval; the side control end receives second interval operation data formed between two stations in the track, and calculates a second control instruction of the track train in the second interval based on the second interval operation data. The vehicle-mounted end of the rail train calculates and obtains a third control instruction of the rail train based on the operation data of the rail train and the operation data of the previous rail train in the same direction. The vehicle-mounted end of the rail train determines an operation instruction based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, and the operation instruction is used for controlling the rail train to operate. Compared with the method which simply relies on the calculation capability of the rail train, the method distributes the calculation requirement of the rail train operation data part to the side control end and the cloud control end, and reduces the cost of the vehicle-mounted end (rail train); meanwhile, the data are concentrated, so that the data sharing of a multi-train system is facilitated, the time delay is reduced, and the accuracy of rail train control is enhanced.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute an undue limitation to the application. In the drawings:
FIG. 1 is a schematic diagram of a rail train operation control system according to embodiment 1;
FIG. 2 is a schematic view of still another configuration of the rail train operation control system of embodiment 1;
fig. 3 is an interactive flowchart of the rail train operation control method of embodiment 2.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following detailed description of exemplary embodiments of the present application is given with reference to the accompanying drawings, and it is apparent that the described embodiments are only some of the embodiments of the present application and not exhaustive of all the embodiments. It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other.
In the description of the present application, the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", "a third", etc. may include one or more of the feature, either explicitly or implicitly. In the description of the present application, the meaning of "a plurality", "a number", etc. is at least two, such as two, three, etc., unless explicitly specified otherwise.
The rail trains run on the rails, the same rail route can run a plurality of rail trains at the same time, and the running of the rail trains can be automatically controlled through an automatic running mode. Along with the continuous improvement of requirements on driving safety, convenience, accuracy and the like of a rail train, devices such as sensors and the like on the rail train are also increased, so that operation data of the rail train, data of rail devices and the like are rapidly increased. Under the condition that software and hardware equipment of a vehicle-mounted end (namely a rail train per se) is determined, the calculated amount which the vehicle-mounted end can bear is limited, and the control on the rail train is improper due to the fact that calculation is not timely performed only by the vehicle-mounted end; if software and hardware are added to the vehicle-mounted terminal to enhance the computing capability of the vehicle-mounted terminal, the cost and complexity of the rail train are increased.
Example 1
In view of the above technical problems, this embodiment provides a rail train operation control system, as shown in fig. 1, fig. 1 is a schematic structural diagram of the rail train operation control system, where the rail train operation control system includes acloud control end 101, anedge control end 20, and a vehicle-mountedend 30. Wherein, theside control terminal 20 and the vehicle-mountedterminal 30 each include a plurality of. Thecloud control end 101 is located in the cloud as a control center, and forms a first section corresponding to the total station in the track, and thecloud control end 101 can receive and acquire operation data of the track trains and the track equipment on the whole line in the first section, calculate based on the operation data in the first section, predict and obtain operation trends of all the track trains in the first section, and plan and control operation routes for all the track trains. That is, thecloud control end 101 calculates a first control instruction of each rail train in the first section according to all the operation data in the first section, and after the first control instruction is calculated, the first control instruction can be sent to the rail train corresponding to the first section, and the first control instruction can be used for controlling each rail train.
For example, as shown in fig. 2, fig. 2 is a schematic diagram of still another structure of the rail train operation control system. The track line includes 6 stations (station a, station b, station c, station d, station e, and station f) and 5 track trains (first track train 301,second track train 302,third track train 303,fourth track train 304, and fifth track train 305). The 6 stations form a first section, and thecloud control end 101 corresponds to the first section formed by the 6 stations. Thecloud control end 101 may receive and acquire all operation data from the first section, and calculate a first control instruction of each rail train in the first section according to the operation data in the first section. That is, thecloud control end 101 calculates first control instructions corresponding to thefirst rail train 301, thesecond rail train 302, thethird rail train 303, thefourth rail train 304 and thefifth rail train 305, and then sends the first control instructions to the corresponding rail trains.
As shown in fig. 1, the edge control end includes a plurality of edge control ends, and the edge control ends are arranged beside the track according to the position between stations and/or the complexity of track equipment between stations, and the plurality of edge control ends sequentially correspond to a second interval formed between two stations in the whole track. Each side control end receives and acquires all operation data in a corresponding second interval, predicts the operation trend of the train according to the operation data in the second interval, and plans and controls the operation route for each rail train. Namely, each side control end receives and acquires the operation data in the corresponding second section, calculates based on the operation data in the second section, and obtains a second control instruction of each rail train in the second section, wherein the second control instruction can be used for controlling each rail train. After the second control command is calculated, theedge control terminal 20 may send the second control command to the corresponding rail train in the second section. Image processing, data transfer, state analysis and the like can be processed at the side control end, so that communication delay with the rail train is reduced, and the rail train is accurately controlled.
For example, as shown in fig. 2, 6 stations on the track line include 3 second sections, stations a to c form a first second section, stations c to d form a second section, and stations d to f form a third second section. The firstedge control terminal 201 corresponds to a first second section, the secondedge control terminal 202 corresponds to a second section, and the thirdedge control terminal 203 corresponds to a third second section. The firstside control end 201 receives and acquires all operation data in a first interval and a second interval, calculates and sends second control instructions corresponding to thefirst rail train 301 and thesecond rail train 302 based on the operation data; the secondside control end 202 receives and acquires all operation data in a second interval, calculates based on the operation data and sends a second control instruction corresponding to thethird rail train 303; the thirdside control end 203 receives and acquires all the operation data in the third second interval, calculates and sends second control instructions corresponding to thefourth rail train 304 and thefifth rail train 305 based on the operation data.
As shown in fig. 1, the vehicle-mounted end is located on a rail train, the vehicle-mounted end can control the running of the rail train, each rail train corresponds to a vehicle-mounted end, and a plurality of rail trains can run simultaneously in the whole rail. The vehicle-mounted end receives the running data of the track train and the running data of the previous track train in the same direction, and calculates a third control instruction of the track train based on the running data of the track train and the running data of the previous track train in the same direction, wherein the third control instruction is used for controlling the running of the track train. The vehicle-mounted terminal receives the corresponding first control instruction and second control instruction, the weight of the first control instruction, the weight of the second control instruction and the weight of the third control instruction can be obtained or determined, and the running instruction of the rail train is calculated and obtained based on the weight corresponding to the first control instruction, the second control instruction, the weight corresponding to the second control instruction, the third control instruction and the weight corresponding to the third control instruction, wherein the running instruction is used for controlling the running of the rail train.
For example, as shown in fig. 2, thefourth rail train 304 and thefifth rail train 305 run in the same direction and in the direction from station a to station f. The vehicle-mounted end corresponding to thefourth rail train 304 receives the operation data of thefourth rail train 304 and the operation data of thefifth rail train 305, and calculates a third control instruction of thefourth rail train 304 based on the operation data of thefourth rail train 304 and the operation data of thefifth rail train 305. Thefourth rail train 304 receives the first control instruction sent by thecloud control end 101 and the second control instruction sent by the thirdside control end 203, and determines weights corresponding to the first control instruction, the second control instruction and the third control instruction, so as to calculate and determine an operation instruction of thefourth rail train 304.
In summary, the cloud control end receives operation data of a first section formed by total stations in the track, and calculates a first control instruction of each track train in the first section based on the operation data of the first section; the side control end receives operation data of a second section formed between two stations in the track, and calculates second control instructions of each track train in the second section based on the operation data of the second section. The vehicle-mounted end of the rail train calculates and obtains a third control instruction of the rail train based on the operation data of the rail train and the operation data of the previous rail train in the same direction. The vehicle-mounted end of the rail train determines an operation instruction based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, and the operation instruction is used for controlling the rail train to operate. Compared with the method which simply relies on the self computing power of the rail train, the method distributes the computing demands of the operation data part of the rail train to the side control end and the cloud control end, and reduces the cost of the vehicle-mounted end (namely the rail train); meanwhile, the data are concentrated, so that the data sharing of a multi-train system is facilitated, the time delay is reduced, and the accuracy of rail train control is enhanced.
In one or more embodiments, the operation data of the first section includes at least one of position information, speed information, operation plan information, operation state information, and track equipment state information of all track trains within the first section; and/or the operation data of the second section comprises at least one of position information, speed information, operation plan information, operation state information and track equipment state information of the same direction operation of all track trains in the second section. The running state of the rail train comprises train normal, train fault, train positive point and train late point; the track equipment comprises signal lamps, transponders, a shaft, a track, a safety door, a platform screen door and the like, and the track equipment running in the same direction refers to the track equipment in the running direction of the track train, and the track equipment state comprises normal and fault. In some embodiments, the side control end may further calculate a second control instruction by using image data captured by the image sensor on the rail train and operation data in a corresponding second section. It should be noted that, the operation data in the first interval may be directly sent to the cloud control end, or may be sent to the corresponding edge control end first and then sent to the cloud control end.
The operation data of the track train and the previous track train in the same direction comprise at least one of the position information, the speed information, the operation plan information and the operation state information of the track train and the position information, the speed information, the operation plan information and the operation state information of the previous track train in the same direction. The running states of the track train and the previous track train in the same direction comprise a normal train, a train fault, a train positive point and a train late point, after the position of the track train and the position of the previous track train in the same direction are determined, the actual interval between the track train and the previous track train in the same direction can be determined, and then a third control instruction is determined according to the actual interval, the safety interval, the speed, the running plan, the running state and the like. In some embodiments, when the vehicle-mounted end calculates the third control instruction by using the operation data of the track train and the previous track train in the same direction, the vehicle-mounted end may also determine the third control instruction by combining the state information of the track equipment in the same direction within a preset range in front of the track train. It should be noted that, the length of the preset range can be selected by those skilled in the art according to the actual situation, and the present invention is not limited thereto.
In one or more embodiments, the first control instruction, the second control instruction, the third control instruction, and the run instruction include: control state, control direction, output percentage and output time. The control states include normal traction, normal braking, emergency braking and coasting; the control direction includes traction and braking; the output percentage comprises the maximum traction percentage and the maximum braking percentage, and represents the magnitude of the output traction force or braking force of the rail train; the output time includes a traction time period and a braking time period, and indicates a time period for controlling the rail train. The operational instructions may be determined by a first mathematical model, which may include:
C(s,d,p,t)＝α1 *C1 (s,d,p,t)+α2 *C2 (s,d,p,t)+α3 *C3 (s,d,p,t)
wherein C (s, d, p, t) represents an operation instruction, C1 (s, d, p, t) represents a first control instruction, α1 Representing a first weight corresponding to the first control instruction, C2 (s, d, p, t) represents a second control instruction, α2 Representing a second weight corresponding to the second control instruction, C3 (s, d, p, t) represents a third control instruction, α3 And the third weight corresponding to the third control instruction is represented by s, the control state is represented by d, the control direction is represented by p, the output percentage is represented by p, and the output time is represented by t.
The first weight corresponds to a first control instruction, and the vehicle-mounted end can determine the first weight based on the communication quality with the cloud control end, the state of the same-direction running track equipment in the first section, the running state of the track train, the distance between the track train and the same-direction previous track train and the number of the track trains in the first section. The first weight may be determined by a second mathematical model comprising:
α1 ＝a1 *b1 *c1 *d1 *e1
wherein alpha is1 Representing a first weight, a1 Weight assignment representing communication quality based on vehicle-mounted terminal and cloud control terminal, b1 Weight assignment representing a state based on a co-current track system within a first interval, c1 Weight assignment, d, representing an operating state based on the rail train1 Weight assignment representing distance based on current rail train and previous rail train in same direction, e1 And a weight assignment representing the number of rail trains in the first interval.
Wherein a is1 、b1 、c1 、d1 And e1 The range of the value of (2) is between 0 and 1. The better the communication quality (such as the shorter the communication time) between the vehicle-mounted terminal and the cloud control terminal is, the more a1 The larger the value of (2), the smaller the value of (3); b) if the state of the track equipment running in the same direction in the first interval is better (if the proportion of the track equipment working normally is higher)1 The larger the value of (2), the smaller the value of (3); the better the running state of the rail train (if no fault occurs and the point is positive), c1 The more the value of (2)Large, whereas smaller; the distance between the rail train and the previous rail train in the same direction is greater than the safe distance, d1 The larger the value of (2), the smaller the value of (3); e, the smaller the number of rail trains in the first section1 The larger the value of (c) is, the smaller the value is.
The vehicle-mounted end can determine the second weight based on the communication quality of the vehicle-mounted end corresponding to the side control end, the state of the same-direction running track equipment in the second section corresponding to the side control end, the running state of the track train, the distance between the track train and the same-direction previous track train and the number of the track trains in the second section corresponding to the side control end. The second weight may be determined by a third mathematical model comprising:
α2 ＝a2 *b2 *c2 *d2 *e2
wherein alpha is2 Representing a second weight, a2 Weight assignment representing communication quality based on vehicle-mounted terminal and corresponding side control terminal, b2 Representing a weight assignment based on a state of the co-current track device in the corresponding second interval c2 Weight assignment, d, representing running state based on track train2 Weight assignment representing distance based on current rail train and previous rail train in same direction, e2 The weight assignment based on the number of rail trains in the corresponding second interval is represented.
Wherein a is2 、b2 、c2 、d2 And e2 The range of the value of (2) is between 0 and 1. The better the communication quality (such as the shorter the communication time) between the vehicle-mounted terminal and the corresponding side control terminal, the more a2 The larger the value of (2), the smaller the value of (3); b) if the state of the same-direction running track equipment in the corresponding second interval is better (if the proportion of normal running track equipment is higher)2 The larger the value of (2), the smaller the value of (3); the better the running state of the rail train (if no fault occurs and the point is positive), c2 The larger the value of (2), the smaller the value of (3); the distance between the rail train and the previous rail train in the same direction is greater than the safe distance, d2 The larger the value of (2), the smaller the value of (3); e, the smaller the number of rail trains in the corresponding second section2 The larger the value of (c) is, the smaller the value is.
The third weight corresponds to a third control instruction, and the vehicle-mounted end can determine the third weight based on the state of the same-direction running track side equipment in a preset range in front of the track train, the running state of the track train and the distance between the track train and the same-direction previous track train. The third weight may be determined by a fourth mathematical model comprising:
α3 ＝b3 *c3 *d3
wherein alpha is3 Representing a third weight, b3 Weight assignment representing the state of the co-current rail-side equipment based on the preset range in front of the present rail train c3 Weight assignment, d, representing running state based on track train3 The weight assignment based on the distance between the present rail train and the preceding rail train in the same direction is represented.
Wherein b3 、c3 And d3 The range of the value of (2) is between 0 and 1. B is the better the state of the same-direction running track side equipment (for example, the higher the normal working proportion of the track equipment) in the preset range in front of the track train3 The larger the value of (2), the smaller the value of (3); the better the running state of the rail train (if no fault occurs and the point is positive), c3 The larger the value of (2), the smaller the value of (3); the distance between the rail train and the previous rail train in the same direction is greater than the safe distance, d3 The larger the value of (c) is, the smaller the value is.
Example 2
The embodiment provides a rail train operation control method, and fig. 3 is an interactive flowchart of the rail train operation control method provided in the embodiment, where the method can be applied to the rail train operation control system in embodiment 1, and the system includes a plurality of vehicle-mounted ends, a cloud control end and a plurality of edge control ends. While the processes described below include a number of operations that occur in a particular order, it should be clearly understood that the processes may include more or less operations that may be performed sequentially or in parallel (e.g., using a parallel processor or a multi-threaded environment). As shown in fig. 3, the method comprises at least some of the following steps: (S101 to S110):
s101, the vehicle-mounted terminal sends operation data in a first interval to the cloud control terminal.
A number of rail trains are running on the track, the running data in the first interval comprising data of all rail trains and rail devices. The vehicle-mounted terminal can directly send the operation data to the cloud control terminal, and the corresponding side control terminal can also send the operation data to the cloud control terminal. The operation data in the first section may be all sent by the vehicle-mounted terminal, or may be partially sent by the vehicle-mounted terminal. Please refer to the related description in embodiment 1 for details, and the detailed description is omitted herein.
S102, the cloud control end calculates first control instructions of each rail train in the first section based on the operation data in the first section.
The first control instruction is calculated by the cloud control end based on the operation data in the first section, and after the first control instruction is calculated, the cloud control end can execute step S103, and the cloud control end sends the first control instruction of each rail train in the first section to the vehicle-mounted end. It should be noted that, the cloud control end may directly send the first control instruction to the vehicle-mounted end, or may send the first control instruction to the vehicle-mounted end via the corresponding edge control end. Please refer to the related description in embodiment 1 for details, and the detailed description is omitted herein.
S104, the vehicle-mounted terminal sends the operation data in the second interval to the edge control terminal.
The plurality of edge control ends can be in one-to-one correspondence with the plurality of second intervals, the edge control ends receive operation data in the corresponding second intervals, and the operation data in each second interval can comprise data of all rail trains and rail devices in the interval. The operation data in the second section may be all sent by the vehicle-mounted terminal, or may be partially sent by the vehicle-mounted terminal. Please refer to the related description in embodiment 1 for details, and the detailed description is omitted herein.
S105, the side control end calculates second control instructions of each rail train in the second section based on the operation data in the second section.
The second control instruction is calculated by the side control end based on the operation data in the second section, and after the second control instruction is calculated, the side control end executes step S106 and sends the second control instruction of each rail train in the second section to the vehicle-mounted end. The side control end sends each second control instruction to the corresponding vehicle-mounted end, and normal operation of each rail train is guaranteed. Please refer to the related description in embodiment 1 for details, and the detailed description is omitted herein.
S107, the vehicle-mounted terminal receives the first control instruction and the second control instruction.
The first control instruction and the second control instruction can participate in running control of the rail trains, the first control instruction can be directly sent to the corresponding rail trains (i.e. the vehicle-mounted ends) by the cloud control end, or can be sent to the corresponding side control end by the cloud control end first and then sent to the corresponding rail trains (i.e. the vehicle-mounted ends) by the side control end. Please refer to the related description in embodiment 1 for details, and the detailed description is omitted herein.
S108, the vehicle-mounted end calculates and obtains a third control instruction of the rail train based on the operation data of the rail train and the previous rail train in the same direction.
And the vehicle-mounted end corresponding to each rail train calculates a third control instruction of the rail train according to the running data of the rail train and the previous rail train in the same direction, and the third control instruction can participate in controlling the rail train. Please refer to the related description in embodiment 1 for details, and the detailed description is omitted herein.
S109, the vehicle-mounted terminal determines weights corresponding to the first control instruction, the second control instruction and the third control instruction respectively.
The first control instruction, the second control instruction and the third control instruction all participate in the control of the rail train, and the importance of the first control instruction, the second control instruction and the third control instruction can be configured by determining the weights corresponding to the first control instruction, the second control instruction and the third control instruction, so that the control of the rail train is more accurate. Please refer to the related description in embodiment 1 for details, and the detailed description is omitted herein.
S110, the vehicle-mounted end determines an operation instruction of the rail train based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights.
The running instruction is used for controlling the running of the rail train. Please refer to the related description in embodiment 1 for details, and the detailed description is omitted herein.
The method is characterized in that the method is described only by the interaction angle of the cloud control end, the side control end and the vehicle-mounted end. In the above embodiment, the steps executed by the cloud control end may be implemented as a track train operation control method of the cloud control end alone; the steps executed by the side control end can be independently realized as a rail train operation control method of the side control end; the execution steps of the vehicle-mounted end can be independently realized as a rail train operation control method of the vehicle-mounted end.
It will be apparent to those skilled in the art that various modifications and variations can be made in the present application without departing from the spirit or scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims and the equivalents thereof, the present application is intended to cover such modifications and variations.
Claims (5)
1. A rail train operation control system, the system comprising:
the cloud control end corresponds to a first section formed by total stations in the track and is used for calculating and sending a first control instruction of each track train in the first section based on the operation data in the first section;
the side control ends sequentially correspond to a second section formed between two stations in the track, and the side control ends are used for calculating and sending second control instructions of each track train in the second section based on the operation data in the second section;
the vehicle-mounted end is used for calculating a third control instruction of the rail train based on the operation data of the rail train and the previous rail train in the same direction, determining an operation instruction based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, and controlling the rail train to operate;
the first control instruction, the second control instruction, the third control instruction and the running instruction comprise: control state, control direction, output percentage and output time; wherein the control states include normal traction, normal braking, coasting, and emergency braking, the control directions include traction and braking, the output percentages include percentages of traction and braking, and the output times include traction duration and braking duration;
determining the operating instructions by a first mathematical model comprising: c (s, d, p, t) =α1 *C1 (s,d,p,t)+α2 *C2 (s,d,p,t)+α3 *C3 (s, d, p, t), wherein the C (s, d, p, t) represents an execution instruction, the C1 (s, d, p, t) represents a first control instruction, said alpha1 Representing a first weight corresponding to a first control instruction, the C2 (s, d, p, t) represents a second control instruction, said alpha2 Representing a second weight corresponding to a second control instruction, the C3 (s, d, p, t) represents a third control instruction, said alpha3 The third weight corresponding to the third control instruction is represented, s represents a control state, d represents a control direction, p represents an output percentage, and t represents output time;
the vehicle-mounted end determines the first weight based on the communication quality with the cloud control end, the state of the same-direction running track equipment in the first section, the running state of the track train, the distance between the track train and the same-direction previous track train and the number of the track trains in the first section;
the vehicle-mounted end determines the second weight based on the communication quality with the corresponding side control end, the state of the same-direction running track equipment in the corresponding second section, the running state of the track train, the distance between the track train and the same-direction previous track train and the number of the track trains in the corresponding second section;
the vehicle-mounted end determines the third weight based on the state of the same-direction running track side equipment in a preset range in front of the track train, the running state of the track train and the distance between the track train and the same-direction previous track train.
2. The rail train operation control system of claim 1, wherein the operation data in the first section includes at least one of:
position information, speed information, operation plan information, operation state information and state information of track equipment running in the same direction of all track trains in the first interval; and/or the operation data in the second interval at least comprises one of the following:
position information, speed information, operation plan information, operation state information and state information of track equipment running in the same direction of all track trains in the second section.
3. The track train operation control system according to claim 1 or 2, wherein the operation data of the present track train and the preceding track train in the same direction includes at least one of:
the position information, the speed information, the operation plan information and the operation state information of the track train and the previous track train.
4. A rail train operation control method applied to the rail train operation control system according to any one of claims 1 to 3, characterized by comprising:
the cloud control end receives operation data in a first interval;
the cloud control end calculates and sends a first control instruction of each rail train in the first section based on the operation data in the first section;
the edge control end receives operation data in a second interval;
the side control end calculates and sends second control instructions of each rail train in the second section based on the operation data in the second section;
the first control instruction and the second control instruction are used for the vehicle-mounted end to combine a third control instruction and corresponding weights to determine an operation instruction of the rail train, the operation instruction is used for controlling the rail train to operate, and the third control instruction is calculated by the vehicle-mounted end based on operation data of the rail train and the previous rail train in the same direction.
5. A rail train operation control method applied to the rail train operation control system according to any one of claims 1 to 3, characterized by comprising:
the vehicle-mounted terminal receives a first control instruction and a second control instruction; the first control instruction is calculated by the cloud control end based on the operation data in the first interval, and the second control instruction is calculated by the edge control end based on the operation data in the second interval;
the vehicle-mounted end calculates and obtains a third control instruction of the track train based on the operation data of the track train and the previous track train in the same direction;
the vehicle-mounted terminal determines weights respectively corresponding to the first control instruction, the second control instruction and the third control instruction;
the vehicle-mounted end determines an operation instruction of the rail train based on the first control instruction, the second control instruction, the third control instruction and the corresponding weights, and the operation instruction is used for controlling the rail train to operate.
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