CN112441086B - Rail vehicle, control method and system thereof and train control and management system - Google Patents

Abstract

The present disclosure relates to a rail vehicle, a control method, a control system, and a train control and management system thereof, capable of realizing operation control of an all-line rail vehicle. A method of rail vehicle control, the method comprising: receiving information of a target railway vehicle positioned in front of a railway vehicle and the current speed of the railway vehicle; controlling the own rail vehicle to operate based on the information of the target rail vehicle and the current vehicle speed and determining the operation requirement for the target rail vehicle; and transmitting the operational requirement for the target rail vehicle to a central server, such that the central server transmits the operational requirement for the target rail vehicle to the target rail vehicle, such that the target rail vehicle operates based on the operational requirement for the target rail vehicle.

Description

Rail vehicle and control method and system thereof, and train control and management system

Technical Field

The present disclosure relates to the field of vehicles, and in particular, to a rail vehicle and a control method and system thereof, and a train control and management system.

Background technique

The existing rail vehicle control method includes: according to the working conditions of the vehicle running on different road conditions, locations and natural environments, as well as the characteristics of obstacles, the output data of video camera devices, laser radar devices, infrared test devices, ultrasonic test devices, and GPS multiple test sources are integrated to achieve complementary advantages of multiple test devices, complete obstacle detection and early warning, and control the operation of the vehicle. However, this method can only realize the operation control of the vehicle itself, and cannot realize the operation control of the entire line of rail vehicles.

Summary of the invention

The purpose of the present disclosure is to provide a rail vehicle and a control method and system thereof, as well as a train control and management system, which can realize the operation control of rail vehicles on the entire line.

According to a first embodiment of the present disclosure, a rail vehicle control method is provided, the method comprising: receiving information of a target rail vehicle located in front of the rail vehicle and the current speed of the rail vehicle; controlling the operation of the rail vehicle and determining the operation requirements for the target rail vehicle based on the information of the target rail vehicle and the current speed; and transmitting the operation requirements for the target rail vehicle to a central server, so that the central server transmits the operation requirements for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation requirements for the target rail vehicle.

Optionally, the rail vehicle includes a train control and management system and a signal system, and controlling the operation of the rail vehicle and determining the operation requirements for the target rail vehicle includes: determining the operation requirements for the target rail vehicle by the train control and management system; and redundantly controlling the operation of the rail vehicle by the train control and management system and the signal system.

Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the current rail vehicle and the target rail vehicle, and the controlling the operation of the current rail vehicle and determining the operation requirements for the target rail vehicle includes:

When the relative speed is less than 0, controlling the rail vehicle to maintain the current running state;

When the relative speed is equal to 0, the rail vehicle is controlled to maintain the current running state, and the running requirement for the target rail vehicle is determined to maintain the current running state or accelerate;

When the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, the rail vehicle is controlled to brake, and the operation requirement for the target rail vehicle is determined to be braking;

When the relative speed is greater than 0 and equal to the current vehicle speed, controlling the rail vehicle to decelerate and brake;

When the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, determine whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, control the rail vehicle to brake and determine that the operation requirement for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, determine whether the difference between the relative distance and the theoretical braking distance is greater than the tolerable distance for collision avoidance, and when the difference between the relative distance and the theoretical braking distance is greater than the tolerable distance for collision avoidance, control the rail vehicle to maintain the current operation state; when the difference between the relative distance and the theoretical braking distance is equal to the tolerable distance for collision avoidance, control the rail vehicle to perform common braking deceleration; when the difference between the relative distance and the theoretical braking distance is less than the tolerable distance for collision avoidance, control the rail vehicle to perform safety braking and determine that the operation requirement for the target rail vehicle is to maintain the current operation state or accelerate.

According to a second embodiment of the present disclosure, a train control and management system is provided, including: a receiving module, used to receive information of a target rail vehicle located in front of the rail vehicle and the current speed of the rail vehicle; a control module, used to control the operation of the rail vehicle and determine the operation requirements for the target rail vehicle based on the information of the target rail vehicle and the current speed; and a communication module, used to transmit the operation requirements for the target rail vehicle to a central server, so that the central server transmits the operation requirements for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation requirements for the target rail vehicle.

Optionally, the communication module is implemented by a signal system of the rail vehicle, and the signal system and the control module together redundantly control the rail vehicle to perform operation.

Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the rail vehicle and the target rail vehicle, and the control module is used to:

When the relative speed is less than 0, controlling the rail vehicle to maintain the current running state;

When the relative speed is equal to 0, the rail vehicle is controlled to maintain the current running state, and the running requirement for the target rail vehicle is determined to maintain the current running state or accelerate;

When the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, the rail vehicle is controlled to brake, and the operation requirement for the target rail vehicle is determined to be braking;

When the relative speed is greater than 0 and equal to the current vehicle speed, controlling the rail vehicle to decelerate and brake;

When the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, determine whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, control the rail vehicle to brake and determine that the operation requirement for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, determine whether the difference between the relative distance and the theoretical braking distance is greater than the tolerable distance for collision avoidance, and when the difference between the relative distance and the theoretical braking distance is greater than the tolerable distance for collision avoidance, control the rail vehicle to maintain the current operation state; when the difference between the relative distance and the theoretical braking distance is equal to the tolerable distance for collision avoidance, control the rail vehicle to perform common braking deceleration; when the difference between the relative distance and the theoretical braking distance is less than the tolerable distance for collision avoidance, control the rail vehicle to perform safety braking and determine that the operation requirement for the target rail vehicle is to maintain the current operation state or accelerate.

According to a third embodiment of the present disclosure, a rail vehicle is provided, which includes the train control and management system according to the second embodiment of the present disclosure.

According to a fourth embodiment of the present disclosure, a rail vehicle control system is provided, the rail vehicle control system comprising: a train control and management system, the train control and management system being installed on the rail vehicle, and the train control and management system being used to receive information of a target rail vehicle located in front of the rail vehicle and a current speed of the rail vehicle, control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed and determine the operation requirements for the target rail vehicle, and transmit the operation requirements for the target rail vehicle to a central server; an obstacle detection device, the obstacle detection device being installed on the rail vehicle and being used to detect information of the target rail vehicle located in front of the rail vehicle and to transmit the detected information of the target rail vehicle to the train control and management system; a central server, the central server being located outside the rail vehicle and being used to receive the operation requirements for the target rail vehicle from the train control and management system, and transmitting the operation requirements for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation requirements for the target rail vehicle.

Optionally, the information of the target rail vehicle includes a relative speed and a relative distance between the rail vehicle and the target rail vehicle, and the train control and management system is used to:

When the relative speed is less than 0, controlling the rail vehicle to maintain the current running state;

When the relative speed is equal to 0, the rail vehicle is controlled to maintain the current running state, and the running requirement for the target rail vehicle is determined to maintain the current running state or accelerate;

When the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, the rail vehicle is controlled to brake, and the operation requirement for the target rail vehicle is determined to be braking;

When the relative speed is greater than 0 and equal to the current vehicle speed, controlling the rail vehicle to decelerate and brake;

When the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, determine whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, control the rail vehicle to brake and determine that the operation requirement for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, determine whether the difference between the relative distance and the theoretical braking distance is greater than the tolerable distance for collision avoidance, and when the difference between the relative distance and the theoretical braking distance is greater than the tolerable distance for collision avoidance, control the rail vehicle to maintain the current operation state; when the difference between the relative distance and the theoretical braking distance is equal to the tolerable distance for collision avoidance, control the rail vehicle to perform common braking deceleration; when the difference between the relative distance and the theoretical braking distance is less than the tolerable distance for collision avoidance, control the rail vehicle to perform safety braking and determine that the operation requirement for the target rail vehicle is to maintain the current operation state or accelerate.

Optionally, the obstacle detection device includes at least one of a radar device, a visual device, an infrared device, and a global satellite positioning system.

By adopting the above technical solution, since it is possible to control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed of the rail vehicle and determine the operation requirements for the target rail vehicle, and the operation requirements for the target rail vehicle can be forwarded to the target rail vehicle through the central server, so that the target rail vehicle can operate based on the operation requirements for the target rail vehicle, thus realizing the linkage control of the rail vehicle and the target rail vehicle in front, so that collisions can be effectively avoided or collision losses can be reduced, and the actions of the rail vehicles on the entire line can be effectively controlled to ensure the operation efficiency of the rail vehicles on the entire line. In addition, the staff of the control center can also obtain the status of the rail vehicles on the entire line from the central server in a timely manner, so as to send personnel to deal with it in time.

Other features and advantages of the present disclosure will be described in detail in the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

FIG. 1 is a flow chart of a rail vehicle control method according to an embodiment of the present disclosure.

FIG2 is a schematic block diagram of a train control and management system according to an embodiment of the present disclosure.

FIG3 shows a schematic block diagram of a rail vehicle according to an embodiment of the present disclosure.

FIG. 4 shows a control flow chart of a rail vehicle according to an embodiment of the present disclosure.

FIG5 is a schematic block diagram of a rail vehicle control system according to an embodiment of the present disclosure.

FIG6 is a schematic diagram showing an application scenario of a rail vehicle control system according to an embodiment of the present disclosure.

FIG. 7 is a flowchart of a rail vehicle control system according to an embodiment of the present disclosure.

Detailed ways

The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

Before describing the embodiments according to the present disclosure in detail, the meanings of the relevant terms used in the present disclosure are first explained.

Braking refers to controlling the rail vehicle to slow down until it stops in a safe braking manner. Safety braking means that the electric brake does not work, only the mechanical brake works, and the braking deceleration depends on the performance of the rail vehicle mechanical brake product, for example, it can be 1.2m/ ^s2 .

Deceleration braking refers to calculating a deceleration instruction based on the braking performance of the rail vehicle and the relative distance S ₀ between the rail vehicle and the target rail vehicle in front, and controlling the rail vehicle to decelerate until it stops according to the deceleration in the calculated deceleration instruction.

Normal braking deceleration refers to controlling the rail vehicle to decelerate until it stops by normal braking. Normal braking means that electric braking and mechanical braking work at the same time. The braking deceleration depends on the performance of the rail vehicle mechanical brake product, for example, it can be 1.0m/ ^s2 .

The theoretical braking distance _Stheoretical refers to the braking distance theoretically calculated based on the current speed of the rail vehicle.

The tolerable distance ΔS for anti-collision refers to the distance between the two vehicles that can barely avoid a collision when both vehicles are stopped. The tolerable distance ΔS for anti-collision is a positive number and is set by considering factors such as the reaction time of the target rail vehicle detection and the control reaction time of the rail vehicle.

FIG1 shows a flow chart of a rail vehicle control method according to an embodiment of the present disclosure. As shown in FIG1 , the method includes the following steps S11 to S13. The method can be executed by a train control and management system (TCMS) on a rail vehicle.

In step S11, the information of the target rail vehicle located in front of the rail vehicle and the current speed of the rail vehicle are received. The information of the target rail vehicle can be obtained from an obstacle detection device installed on the rail vehicle. The obstacle detection device can include a radar device such as a laser radar, a millimeter wave radar, a visual device such as a camera, and can also include an infrared device, an ultrasonic detection device, a global satellite positioning system, etc.

In step S12, the operation of the rail vehicle is controlled based on the information of the target rail vehicle and the current vehicle speed, and the operation requirements for the target rail vehicle are determined.

In step S13, the operation requirements for the target rail vehicle are transmitted to the central server, so that the central server transmits the operation requirements for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation requirements for the target rail vehicle. The operation requirements for the target rail vehicle, for example, require the target rail vehicle ahead to accelerate, decelerate, etc.

In the present disclosure, the central server refers to a server capable of managing all rail vehicles on the entire line, and the central server is located outside the rail vehicle.

By adopting the above technical solution, since it is possible to control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed of the rail vehicle and determine the operation requirements for the target rail vehicle, and the operation requirements for the target rail vehicle can be forwarded to the target rail vehicle through the central server, so that the target rail vehicle can operate based on the operation requirements for the target rail vehicle, thus realizing the linkage control of the rail vehicle and the target rail vehicle in front, so that collisions can be effectively avoided or collision losses can be reduced, and the actions of the rail vehicles on the entire line can be effectively controlled to ensure the operation efficiency of the rail vehicles on the entire line. In addition, the staff of the control center can also obtain the status of the rail vehicles on the entire line from the central server in a timely manner, so as to send personnel to deal with it in time.

In one embodiment, the rail vehicle includes a TCMS and a signal system, wherein the signal system will be described in detail below. Then, in step S12, the TCMS may determine the operation requirements for the target rail vehicle; and the TCMS and the signal system may redundantly control the operation of the rail vehicle. In this way, dual control can be achieved, and collisions can be avoided more effectively or collision losses can be reduced.

In one embodiment, the information of the target rail vehicle includes the relative speed and relative distance S ₀ between the rail vehicle and the target rail vehicle. The relative speed is a vector, and the positive or negative relative speed is usually used to indicate whether the vehicle is approaching or moving away. In the present disclosure, a negative relative speed, i.e., less than 0, indicates moving away from each other, but does not mean that the vehicle speed of the vehicle must be less than the speed of the target rail vehicle in front. A positive relative speed, i.e., greater than 0, indicates approaching each other. Then, the control of the operation of the rail vehicle and the determination of the operation requirements for the target rail vehicle described in step S12 may include:

(1) When the relative speed is less than 0, it means that the rail vehicle and the target rail vehicle are moving away from each other, so there is no possibility of collision. Therefore, it is only necessary to control the rail vehicle to maintain the current operating state. In this case, there is no need to send the operating requirements for the target rail vehicle to the target rail vehicle through the central server. That is, the target rail vehicle only needs to operate according to its own needs.

(2) When the relative speed is equal to 0, this means that the relative distance between the rail vehicle and the target rail vehicle remains unchanged. In this case, there is no possibility of collision, so it is only necessary to control the rail vehicle to maintain the current operating state, and it can be determined whether the operating requirement for the target rail vehicle is to maintain the current operating state or accelerate.

(3) When the relative speed is greater than 0 and greater than the current vehicle speed, this indicates that the rail vehicle and the target rail vehicle are traveling in opposite directions. In this case, the rail vehicle is controlled to brake, and it is determined that the operating requirement for the target rail vehicle is braking.

(4) When the relative speed is greater than 0 and equal to the current vehicle speed, it means that the target rail vehicle is stationary, and the rail vehicle is controlled to decelerate and brake.

(5) When the relative speed is greater than 0 and less than the current vehicle speed, this indicates that the rail vehicle and the target rail vehicle are traveling in the same direction and the current speed of the target rail vehicle is less than the current speed of the rail vehicle. It is necessary to further determine whether the theoretical braking distance _Stheoretical is greater than or equal to the relative distance S ₀ . If the theoretical braking distance _Stheoretical is greater than or equal to the relative distance S ₀ , this indicates that the risk of collision is very high. In this way, the rail vehicle is controlled to brake and the operating requirement for the target rail vehicle is determined to be acceleration. In this way, the relative distance between the two is increased by braking the rail vehicle and accelerating the target rail vehicle to avoid collision. If the theoretical braking distance _Stheoretical is less than the relative distance S ₀ , it is necessary to further determine whether the difference between the relative distance S ₀ and the theoretical braking distance _Stheoretical is greater than the tolerable distance ΔS for collision prevention. When the difference between the relative distance _S0 and the theoretical braking distance _Stheoretical is greater than the tolerable distance ΔS for collision avoidance, the risk of collision is relatively small at this time, so the rail vehicle can be controlled to maintain the current operating state; when the difference between the relative distance _S0 and the theoretical braking distance _Stheoretical is equal to the tolerable distance ΔS for collision avoidance, it indicates that there is a risk of collision, so the rail vehicle is controlled to perform common braking and deceleration; when the difference between the relative distance _S0 and the theoretical braking distance _Stheoretical is less than the tolerable distance ΔS for collision avoidance, it indicates that the risk of collision is very high, so the rail vehicle is controlled to perform safe braking and determine whether the operating requirement for the target rail vehicle is to maintain the current operating state or accelerate.

Figure 2 shows a schematic block diagram of a train control and management system according to an embodiment of the present disclosure. As shown in Figure 2, the train control and management system 2 includes: a receiving module 21, used to receive information about a target rail vehicle located in front of the rail vehicle and the current speed of the rail vehicle; a control module 22, used to control the operation of the rail vehicle and determine the operation requirements for the target rail vehicle based on the information and the current speed of the target rail vehicle; and a communication module 23, used to transmit the operation requirements for the target rail vehicle to the central server, so that the central server transmits the operation requirements for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation requirements for the target rail vehicle.

In the present disclosure, the communication module 23 can be implemented by using an information terminal in an existing TCMS, an existing signal system in the rail vehicle, or other types of communication systems.

By adopting the above technical solution, since it is possible to control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed of the rail vehicle and determine the operation requirements for the target rail vehicle, and the operation requirements for the target rail vehicle can be forwarded to the target rail vehicle through the central server, so that the target rail vehicle can operate based on the operation requirements for the target rail vehicle, thus realizing the linkage control of the rail vehicle and the target rail vehicle in front, so that collisions can be effectively avoided or collision losses can be reduced, and the actions of the rail vehicles on the entire line can be effectively controlled to ensure the operation efficiency of the rail vehicles on the entire line. In addition, the staff of the control center can also obtain the status of the rail vehicles on the entire line from the central server in a timely manner, so as to send personnel to deal with it in time.

Optionally, the information of the target rail vehicle includes the relative speed and relative distance between the rail vehicle and the target rail vehicle, and the control module 22 is used to:

(1) When the relative speed is less than 0, control the rail vehicle to maintain the current running state;

(2) When the relative speed is equal to 0, control the rail vehicle to maintain the current running state, and determine whether the running requirement for the target rail vehicle is to maintain the current running state or accelerate;

(3) when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, the rail vehicle is controlled to brake, and the operation requirement for the target rail vehicle is determined to be braking;

(4) When the relative speed is greater than 0 and equal to the current vehicle speed, control the rail vehicle to decelerate and brake;

(5) When the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, determine whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, control the rail vehicle to brake and determine whether the operation requirement for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, determine whether the difference between the relative distance and the theoretical braking distance is greater than the tolerable distance for collision avoidance, and when the difference between the relative distance and the theoretical braking distance is greater than the tolerable distance for collision avoidance, control the rail vehicle to maintain the current operation state; when the difference between the relative distance and the theoretical braking distance is equal to the tolerable distance for collision avoidance, control the rail vehicle to perform common braking deceleration; when the difference between the relative distance and the theoretical braking distance is less than the tolerable distance for collision avoidance, control the rail vehicle to perform safety braking and determine whether the operation requirement for the target rail vehicle is to maintain the current operation state or accelerate.

The specific implementation of the operations performed by each module in the train control and management system 2 according to the embodiment of the present disclosure has been described in detail in the rail vehicle control method according to the embodiment of the present disclosure, and will not be repeated here.

According to another embodiment of the present disclosure, a rail vehicle is further provided, the rail vehicle comprising the train control and management system 2 according to the embodiment of the present disclosure. The rail vehicle may be a rubber-tyred tram or other types of rail vehicles.

FIG3 shows a schematic block diagram of a rail vehicle according to an embodiment of the present disclosure. As shown in FIG3, the obstacle detection system of the rail vehicle detects the target rail vehicle in front of the rail vehicle, wherein the obstacle detection system can use a radar system, a visual system, etc. to detect the target rail vehicle, and then the controller in the obstacle detection system fuses the detection results of the radar system, the visual system, etc. to obtain the information of the target rail vehicle. The controller in the obstacle detection system can be an independent module, or it can be integrated in the radar system or the visual system. The TCMS in the rail vehicle can control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed of the rail vehicle and determine the operation requirements for the target rail vehicle. For example, the purpose of controlling the operation of the rail vehicle can be achieved by controlling the acceleration, traction and other parameters of the traction system of the rail vehicle and the braking speed and other parameters of the braking system, wherein the specific implementation methods of the control and determination have been described in detail above, and will not be repeated here. The signal system in the rail vehicle can send the operation requirements for the target rail vehicle determined by the TCMS to the central server 1, wherein the central server 1 is located outside the rail vehicle and is used to manage the rail vehicles on the entire line. In addition, TCMS can also send the control strategy determined based on the information of the target rail vehicle and the current speed of the rail vehicle to the signal system, so that the signal system can also perform the relevant operations described above to control the operation of the rail vehicle, thereby realizing redundant control and improving reliability.

The existing signal system consists of a computer interlocking subsystem, a train automatic protection subsystem, a train automatic driving subsystem, a train automatic monitoring subsystem, etc. It is an automatic control system that integrates the functions of train command, operation adjustment, and train driving automation. The signal system in this disclosure is a system that adds the related functions described above to the existing signal system.

FIG4 shows a control flow chart of a rail vehicle according to an embodiment of the present disclosure. First, the obstacle detection system is powered on for self-test. Then, if the self-test is abnormal, TCMS receives and sends the self-test abnormal information to the signal system, and then the signal system sends the obstacle detection system self-test abnormal information to the central server. If the obstacle detection system self-test is normal, the obstacle detection system starts to detect the information of the target rail vehicle in front and sends the detected information to TCMS. Then TCMS judges the collision risk level and determines the operation requirements for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed. Then TCMS controls the operation of the rail vehicle according to the collision risk level, and TCMS also sends the collision risk level and the operation requirements for the target rail vehicle to the signal system, so that the signal system also controls the operation of the rail vehicle according to the collision risk level and sends the operation requirements for the target rail vehicle to the central server. Among them, the judgment of the collision risk level and the subsequent control strategy can refer to the detailed description in the method according to the embodiment of the present disclosure above.

Figure 5 shows a schematic block diagram of a rail vehicle control system according to an embodiment of the present disclosure. As shown in Figure 5, the rail vehicle control system 500 includes: a train control and management system 2, which is installed on the rail vehicle 100 and is the train control and management system described above in conjunction with Figure 2; an obstacle detection device 3, which is installed on the rail vehicle 100 and is used to detect information of a target rail vehicle located in front of the rail vehicle and send the detected target rail vehicle information to the train control and management system 2; a central server 1, which is located outside the rail vehicle 100 and is used to receive operating requirements for the target rail vehicle from the train control and management system 2, and transmit the operating requirements for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operating requirements for the target rail vehicle.

In the present disclosure, the obstacle detection device 3 may include a radar device such as a laser radar, a millimeter wave radar, a visual device such as a camera, and may also include an infrared device, an ultrasonic detection device, a global satellite positioning system, etc. The obstacle detection device 3 may also include a processor, which may be a separate module or may be integrated in one of the radar device and the visual device, so as to process the data collected by the radar device, the visual device, etc., and send the processing results to the train control and management system 2. Of course, it is also feasible for the data collected by the radar device, the visual device, etc. to be processed by the train control and management system 2.

In the present disclosure, the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the preceding target rail vehicle.

By adopting the above technical solution, since it is possible to control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed of the rail vehicle and determine the operation requirements for the target rail vehicle, and the operation requirements for the target rail vehicle can be forwarded to the target rail vehicle through the central server, so that the target rail vehicle can operate based on the operation requirements for the target rail vehicle, thus realizing the linkage control of the rail vehicle and the target rail vehicle in front, so that collisions can be effectively avoided or collision losses can be reduced, and the actions of the rail vehicles on the entire line can be effectively controlled to ensure the operation efficiency of the rail vehicles on the entire line. In addition, the staff of the control center can also obtain the status of the rail vehicles on the entire line from the central server in a timely manner, so as to send personnel to deal with it in time.

Fig. 6 shows a schematic diagram of an application scenario of a rail vehicle control system according to an embodiment of the present disclosure. The obstacle detection device on the vehicle detects the target rail vehicle information and sends it to the TCMS on the vehicle. The TCMS controls the operation of the vehicle based on the target rail vehicle information and the vehicle speed information and determines the operation requirements for the target rail vehicle. The signal system on the vehicle sends the operation requirements for the target rail vehicle to the central server, and the central server sends the operation requirements for the target rail vehicle to the signal system on the target rail vehicle. The signal system on the target rail vehicle sends the operation requirements for the target rail vehicle to the TCMS on the target rail vehicle. Then the TCMS on the target rail vehicle controls the operation of the target rail vehicle based on the operation requirements for the target rail vehicle, for example, by controlling the traction system, the braking system, etc. to control the operation of the target rail vehicle.

FIG. 7 shows a workflow diagram of a rail vehicle control system 500 according to an embodiment of the present disclosure.

Step S701, the obstacle detection device 3 detects the information of the target rail vehicle located in front of the rail vehicle, and the train control and management system 2 obtains the information of the target rail vehicle located in front of the rail vehicle from the obstacle detection device 3 and obtains the current speed of the rail vehicle from the rail vehicle. The information of the target rail vehicle includes the relative speed and relative distance S ₀ between the rail vehicle and the target rail vehicle.

In step S702, the train control and management system 2 determines whether the relative speed is less than 0. If it is less than 0, the process goes to step S703; if it is equal to 0, the process goes to step S704; if it is greater than 0, the process goes to step S705.

Step S703: when the relative speed is less than 0, it means that the rail vehicle and the target rail vehicle are moving away from each other. Therefore, in this case, the train control and management system 2 controls the rail vehicle to maintain the current running state.

Step S704, when the relative speed is equal to 0, it means that the relative distance _S0 between the present rail vehicle and the target rail vehicle remains unchanged, so in this case the train control and management system 2 controls the present rail vehicle to maintain the current running state. In addition, the train control and management system 2 also determines that the target rail vehicle needs to maintain the current running speed or accelerate at this time, and the demand will be transmitted to the target rail vehicle through the central server 1. After receiving the demand, the target rail vehicle will maintain the current running state or accelerate to ensure a safe distance between the present rail vehicle and the target rail vehicle.

Step S705, when the relative speed is greater than 0, the train control and management system 2 determines whether the relative speed is greater than the current speed of the rail vehicle. If greater, the process goes to step S706; if less, the process goes to step S708; if equal, the process goes to step S707.

Step S706, when the relative speed is greater than the current speed of this rail vehicle, this means that this rail vehicle and the target rail vehicle are traveling in opposite directions, the distance between them will become smaller and smaller, and there is a possibility of collision, then the train control and management system 2 controls this rail vehicle to brake immediately, and determines that the target rail vehicle needs to brake immediately at this time, then the demand will be forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle will brake immediately, so that it can wait for the staff to handle it.

Step S707, when the relative speed is equal to the current speed of the target rail vehicle, this indicates that the target rail vehicle is in a stationary state, and the train control and management system 2 controls the rail vehicle to decelerate and brake, and the train control and management system 2 can formulate a deceleration instruction based on the braking performance of the rail vehicle and the relative distance _S0 .

Step S708, when the relative speed is less than the current speed of the rail vehicle, this indicates that the rail vehicle and the target rail vehicle are traveling in the same direction and the current speed of the target rail vehicle is less than the current speed of the rail vehicle, then the train control and management system 2 further determines whether the theoretical braking distance _Stheoretical is greater than or equal to the relative distance S ₀ .

Step 709, if the theoretical braking distance _Stheoretical is greater than or equal to the relative distance _S0 , it means that the collision risk is very high, then the train control and management system 2 controls the rail vehicle to brake, and determines that the target rail vehicle needs to accelerate at this time, then the demand will be forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle accelerates.

Step S710: If the theoretical braking distance _Stheoretical is smaller than the relative distance S ₀ , the train control and management system 2 further determines whether the difference between the relative distance S ₀ and the theoretical braking distance _Stheoretical is larger than the anti-collision tolerable distance ΔS.

Step S711, when the difference between the relative distance _S0 and the theoretical braking distance _Stheoretical is greater than the tolerable distance ΔS for collision avoidance, because the collision risk is relatively small at this time, the train control and management system 2 can control the rail vehicle to maintain the current operating state and does not allow the rail vehicle to accelerate.

Step S712: When the difference between the relative distance _S0 and the theoretical braking distance _Stheoretical is equal to the tolerable distance ΔS for collision prevention, it indicates that there is a collision risk, so the train control and management system 2 controls the rail vehicle to perform common braking deceleration.

Step S713, when the difference between the relative distance _S0 and the theoretical braking distance _Stheoretical is less than the tolerable distance ΔS for collision avoidance, it indicates that the risk of collision is very high, so the train control and management system 2 controls the rail vehicle to perform safe braking, and determines that the target rail vehicle needs to maintain the current running state or accelerate but not decelerate at this time, then the demand will be forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle maintains the current running state or accelerates but does not decelerate.

Through the above technical solution, the linkage between the present rail vehicle and the target rail vehicle is achieved, the risk of collision is reduced, and the operation efficiency of the rail vehicles on the entire line is improved.

The specific implementation of the operations performed by the train control and management system in the rail vehicle control system according to the embodiment of the present disclosure has been described in detail in the relevant method and will not be repeated here.

The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims (8)

1. A method of controlling a railway vehicle, the method comprising:

Acquiring, by a train control and management system of a host railway vehicle, information of a target railway vehicle positioned in front of the host railway vehicle from an obstacle detection device mounted on the host railway vehicle and a current speed of the host railway vehicle from the host railway vehicle;

determining, by the train control and management system, a control strategy for the host rail vehicle and operating requirements for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the host rail vehicle to operate based on the control strategy; and

Transmitting the operational demand for the target rail vehicle to a central server such that the central server transmits the operational demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operational demand for the target rail vehicle;

wherein the method further comprises: transmitting the control strategy to a signal system of the own rail vehicle by the train control and management system; and redundantly controlling, by the train control and management system and the signaling system, the own rail vehicle operation based on the control strategy;

Wherein the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the determining a control strategy for the own rail vehicle and a running requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the own rail vehicle to run based on the control strategy includes: judging whether a theoretical braking distance is equal to or greater than the relative distance under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the own railway vehicle to brake and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the railway vehicle to keep a current running state when the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute common braking deceleration when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, and controlling the railway vehicle to execute safe braking when the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate.

2. The method of claim 1, wherein the determining a control strategy for the host rail vehicle and operating demand for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the host rail vehicle to operate based on the control strategy further comprises:

Controlling the own rail vehicle to keep a current running state under the condition that the relative speed is less than 0;

Controlling the own rail vehicle to maintain a current running state under the condition that the relative speed is equal to 0, and determining that the running requirement on the target rail vehicle is to maintain the current running state or accelerate;

Controlling the own rail vehicle to brake and determining that the operation requirement of the target rail vehicle is brake when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed;

And controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed.

3. A train control and management system, the train control and management system comprising:

A receiving module for acquiring information of a target rail vehicle located in front of a host rail vehicle from an obstacle detecting device mounted on the host rail vehicle and acquiring a current vehicle speed of the host rail vehicle from the host rail vehicle;

The control module is used for determining a control strategy for the railway vehicle and the running requirement for the target railway vehicle based on the information of the target railway vehicle and the current vehicle speed and controlling the railway vehicle to run based on the control strategy; and

A communication module for transmitting the operational requirement for the target rail vehicle to a central server, such that the central server transmits the operational requirement for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operational requirement for the target rail vehicle;

Wherein the communication module is further configured to send the control strategy to a signaling system of the own rail vehicle, such that the signaling system and the control module together redundantly control the own rail vehicle operation based on the control strategy;

Wherein the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the determining a control strategy for the own rail vehicle and a running requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the own rail vehicle to run based on the control strategy includes: judging whether a theoretical braking distance is equal to or greater than the relative distance under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the own railway vehicle to brake and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the railway vehicle to keep a current running state when the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute common braking deceleration when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, and controlling the railway vehicle to execute safe braking when the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate.

4. The train control and management system of claim 3 wherein said determining a control strategy for said host rail vehicle and operating demand for said target rail vehicle based on information of said target rail vehicle and said current vehicle speed and controlling said host rail vehicle to operate based on said control strategy further comprises:

Controlling the own rail vehicle to keep a current running state under the condition that the relative speed is less than 0;

Controlling the own rail vehicle to maintain a current running state under the condition that the relative speed is equal to 0, and determining that the running requirement on the target rail vehicle is to maintain the current running state or accelerate;

Controlling the own rail vehicle to brake and determining that the operation requirement of the target rail vehicle is brake when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed;

And controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed.

5. A rail vehicle, characterized in that it comprises a train control and management system according to any one of claims 3 to 4.

6. A rail vehicle control system, comprising:

A train control and management system installed on the own rail vehicle, and configured to acquire information of a target rail vehicle located in front of the own rail vehicle from an obstacle detection device installed on the own rail vehicle and a current speed of the own rail vehicle from the own rail vehicle, determine a control strategy for the own rail vehicle and a running demand for the target rail vehicle based on the information of the target rail vehicle and the current speed and control the own rail vehicle to run based on the control strategy, and transmit the running demand for the target rail vehicle to a center server;

The obstacle detecting device is mounted on the own rail vehicle and is used for detecting information of the target rail vehicle positioned in front of the own rail vehicle and sending the detected information of the target rail vehicle to the train control and management system;

A central server located external to the host rail vehicle and configured to receive the operational demand for the target rail vehicle from the train control and management system and to transmit the operational demand for the target rail vehicle to the target rail vehicle so that the target rail vehicle operates based on the operational demand for the target rail vehicle;

wherein the rail vehicle control system further comprises a signal system, the train control and management system is further used for sending the control strategy to the signal system, and the signal system and the train control and management system are used for controlling the rail vehicle to run in a redundancy mode based on the control strategy;

Wherein the information of the target rail vehicle includes a relative speed and a relative distance between the own rail vehicle and the target rail vehicle, and the determining a control strategy for the own rail vehicle and a running requirement for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the own rail vehicle to run based on the control strategy includes: judging whether a theoretical braking distance is equal to or greater than the relative distance under the condition that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed: if the theoretical braking distance is greater than or equal to the relative distance, controlling the own railway vehicle to brake and determining that the running requirement on the target railway vehicle is acceleration; if the theoretical braking distance is smaller than the relative distance, judging whether the difference between the relative distance and the theoretical braking distance is larger than an anti-collision tolerable distance, controlling the railway vehicle to keep a current running state when the difference between the relative distance and the theoretical braking distance is larger than the anti-collision tolerable distance, controlling the railway vehicle to execute common braking deceleration when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, and controlling the railway vehicle to execute safe braking when the difference between the relative distance and the theoretical braking distance is smaller than the anti-collision tolerable distance, and determining that the running requirement of the target railway vehicle is to keep the current running state or accelerate.

7. The rail vehicle control system of claim 6, wherein the determining a control strategy for the host rail vehicle and operating demand for the target rail vehicle based on the information of the target rail vehicle and the current vehicle speed and controlling the host rail vehicle to operate based on the control strategy further comprises:

Controlling the own rail vehicle to keep a current running state under the condition that the relative speed is less than 0;

Controlling the own rail vehicle to maintain a current running state under the condition that the relative speed is equal to 0, and determining that the running requirement on the target rail vehicle is to maintain the current running state or accelerate;

Controlling the own rail vehicle to brake and determining that the operation requirement of the target rail vehicle is brake when the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed;

And controlling the speed reduction brake of the railway vehicle under the condition that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed.

8. The railway vehicle control system of claim 6, wherein the obstacle detection device comprises at least one of a radar device, a vision device, an infrared device, a global satellite positioning system.