CN-119734736-B - Train safety following driving method suitable for train-to-train communication train control system

Abstract

The invention discloses a train safety following driving method suitable for a train-to-train communication train control system, which fully considers the running characteristics of train following driving in the train-to-train communication train control system, can realize the safety tracking between trains at shorter intervals, can ensure that a rear train can still keep a safety interval with a front train and run at smaller intervals within a larger initial state range of the train, and can meet the requirements of safety and small-interval running capability guarantee facing a high-speed railway transportation road network.

Inventors

• ZHOU BOYUAN
• LU WANLI
• SHENG ZHAO
• Chi sheng
• WANG YIJING
• LI ZHENPING
• WANG XINYI
• YI HAIWANG
• QI YINGHUA
• LV JIDONG
• XU NING
• WANG YIGE
• HUI ZINAN
• SU SHUAI
• Tian Wanqi

Assignees

• 中国铁道科学研究院集团有限公司通信信号研究所
• 中国铁道科学研究院集团有限公司
• 北京交通大学

Dates

Publication Date

20260505

Application Date

20241228

Claims (5)

1. 1. A method of safe following driving of a train adapted to a train-to-train communication train control system, characterized by the steps of, by a device in a following train: Periodically receiving train operation data sent by a front train; According to the received train operation data of the front car, calculating a following error between the front car and the front car by combining a preset safety margin and a preset time interval requirement; based on the following error, constructing a train relative dynamic model for describing the relative motion relation between trains; Setting a train following error identification strategy comprising using a hybrid / Control theory, design controller Status feedback gain and controller of (2) The design problem of the two controllers is expressed as an optimization problem, and a two-norm optimization target of each controller is designed Sum infinity norm optimization objective To achieve the following control targets of minimizing and restraining the maximum position error of the front and rear vehicles and the acceleration of the rear vehicles, and minimizing and restraining the two norms of the position error and the control input, setting the acceleration of the front vehicle as the disturbance vector Vector of disturbance For output And The influence of the two controllers is expressed by transfer function, the corresponding infinity norm and two norms respectively perform the function of an interference amplifier on the required output, the gain matrix of the two controllers is solved by linear matrix inequality by combining the Lyapunov function, wherein the output of the two controllers is calculated by the method And Designing to obtain the following system: ; ; ; ; ; ; ; ; ; ; Wherein, the Representing the system state vector for its derivative, i.e. the train relative dynamic model at time t The rate of change over time is such that, In order to provide a state matrix for the controller, For the disturbance input matrix of the controller, The matrix is output for an infinite norm, In order to provide a gain matrix for the controller, Is a control input matrix for adjusting the feedback controller, Is an input matrix used to model the uncertainty disturbances in the system, Is a controller Is used to determine the feedback gain matrix of the (c), Is a controller Is used to determine the feed forward gain matrix of the (c), And Is that Is used to determine the specific component(s) of (c) in the composition, Is an output matrix of two norms, For the identification number of the controller, u is the control input of the system, For the acceleration of the rear vehicle, Is the position error, matrix , In order to meet the requirement of the time interval, Is a time constant; setting acceleration of a front vehicle as a disturbance vector, starting emergency braking from the front vehicle to complete stopping, and calculating a forward reaching set of N steps, wherein the absolute value of the obtained maximum following error is the minimum safety margin; combining the train relative dynamic model, the following error and the set safety interval to design a decision flow of the controller; The corresponding decision information is obtained by combining the set constraint conditions, train operation data of the preceding train, own operation data and the decision flow of the controller, and the train operation is controlled according to the corresponding decision information; the method comprises the steps of obtaining corresponding decision information by combining set constraint conditions, train operation data of a front truck, self operation data and decision flow of a controller, wherein the set constraint conditions are constraint conditions which are to be met by a following error, an acceleration difference and control input, and the set constraint conditions form a system tolerance set, wherein the control input is expected acceleration of the rear truck; the obtaining of the corresponding decision information includes calculating a one-step backward reachable set: ; Wherein, the The difference is Pontryagin between the two, Representing the multiplication of elements between matrices or vectors one by one, In order for the set of backward reachability values, And Representing a post-discrete controller Is a matrix of coefficients of the state equation of (c), In order for the set of perturbations to be present, In order to make the initial conditions uncertain, Is a system permission set; Defining a maximum initial state set The method comprises the following steps: ; Wherein, the Representing the sampling instant and the state vector Disturbance vector T is the transposed symbol, and, For the acceleration of the front vehicle, And (3) with Belongs to the field of the following error, In the event of a position error, In order to be a speed error, Is an autonomous system function; Maximum initial state set The method comprises the steps of iterating a backward reachable set until the reachable set calculated in the step is the same as that in the previous step, obtaining an unchanged set which is the maximum initial state set, and obtaining decision information by combining a train driving control strategy; Order the For the control quantity complete set, the train driving control strategy is as follows: ; Wherein, the Representation of Is provided with a pair of grooves which are arranged on the inner side of the sleeve, Representation of The control input obtained by the above formula is the decision information.
2. 2. A method of safe following driving of a train adapted to a train-to-train communication train control system according to claim 1, wherein said periodically receiving train operation data transmitted from a preceding train comprises: The vehicle-mounted equipment of the rear vehicle periodically receives train operation data sent by the front vehicle, including the position, the speed and the acceleration of the front vehicle.
3. 3. A method for safe following driving of a train adapted to a train-to-train communication train control system according to claim 1 or 2, wherein said calculating a following error with a preceding train based on the received train operation data of the preceding train in combination with a predetermined safety margin and a time interval requirement comprises: The rear vehicle obtains the position and the speed of the rear vehicle, and calculates the following error between the rear vehicle and the front vehicle by combining the train operation data of the front vehicle with the preset safety margin and the preset time interval requirement, wherein the following error comprises the position error and the speed error, and the calculation mode of the position error is as follows: ; Wherein, the The position of the front car is the position of the front car, and belongs to train operation data of the front car; The position and the speed of the rear vehicle are respectively, Is a predetermined safety margin.
4. 4. A method of safe ride-following a train adapted to a train-to-train communication train control system according to claim 1 or 2, wherein constructing a train relative dynamic model describing a relative movement relationship between trains based on the ride-following error comprises: Acquiring a transfer function of the acceleration and the expected acceleration of the train by using actual line operation data, and constructing a train relative dynamic model for describing the relative motion relation of the train by combining the following error; the transfer function of the actual acceleration and the expected acceleration of the train is expressed as: ; Wherein, the For the desired acceleration of the rear vehicle, Is a static gain that is set to a value that is, As a complex frequency variable in the laplace transform, The acceleration is the acceleration of the rear vehicle; the train relative dynamic model is in a state space form, expressed as: ; Wherein, the For the train relative dynamic model at time t, i.e. the state vector at time t Is the derivative of (a) and the state vector Control input Disturbance vector T is the transposed symbol, and, For the acceleration of the front vehicle, And (3) with Belongs to the field of the following error, In the event of a position error, In order to be a speed error, Representing position error Is a derivative of (2); Three matrices are provided in the form: 。
5. 5. A method of safe ride-following of a train adapted to a train-to-train communication train control system according to claim 1, wherein the set constraints are a ride-following error, an acceleration difference, and constraints to be satisfied by a control input, the set constraints forming a system tolerance set comprising: The following error includes a position error Error with speed The constraint is expressed as: ; Wherein, the method comprises the steps of, And The minimum and maximum deviations allowed from the position of the lead car respectively, And Minimum and maximum deviations, respectively, that allow deviations from the speed of the preceding vehicle; the constraint condition of the acceleration difference is acceleration constraint for the rear vehicle, and is expressed as: Wherein, the method comprises the steps of, And Minimum and maximum acceleration allowed, respectively; the constraint conditions of the control input are: ; Wherein, the The time of the sample is indicated as the moment of sampling, Is a controller Is used to determine the feedback gain matrix of the (c), Is a controller Is used to determine the feed forward gain matrix of the (c), And Is that Is used for the control of the degree of freedom of the composition, And Minimum and maximum acceleration, respectively, state vector T is the transposed symbol, and, For the acceleration of the front vehicle, And (3) with Belongs to the field of the following error, In the event of a position error, Is a speed error; the above constraints are expressed as a system tolerance set in the form of a polyhedron: ; Wherein, the Is a polyhedral constrained linear coefficient matrix, Is the right-hand term of the inequality for each constraint.

Description

Train safety following driving method suitable for train-to-train communication train control system Technical Field The invention relates to the technical field of train operation control, in particular to a train safety following driving method suitable for a train-to-train communication train control system. Background The train running control system is composed of ground equipment and vehicle-mounted equipment, is used for controlling the running speed of the train and ensuring the safe and efficient running of the train, and is one of important components of a railway signal control system. The train running control system is a rail traffic signal system developed along with the development of train technology and the development of a train and ground information transmission system, integrates advanced control technology, communication technology, computer technology and railway signal technology, controls the running direction, running interval and running speed of the train, and is a core for ensuring running safety and improving transportation efficiency. Train control system based on train-to-train communication uses on-vehicle moving body as the core to realize train operation control, breaks through the traditional train control mode based on route of train control, and realizes intelligent operation control by self-perception and autonomous decision through bidirectional, large-capacity and high-speed train-ground wireless communication, multi-sensor fusion train speed measurement positioning and train autonomous cooperative movement blocking control technology. Compared with a train control system (Communication-based Train Control, CBTC) based on wireless Communication with more than a plurality of trackside devices and more complex interfaces and a full-automatic operation system (Fully Automatic Operation, FAO), the train control system based on the vehicle-to-vehicle Communication is changed from vehicle-to-ground-to-vehicle Communication into a vehicle-to-vehicle Communication data stream, so that system devices are simplified, information interaction is more abundant, the position, the speed, the movement authorization and the like are included, the movement trend of a train is considered, safety protection is carried out by adopting a mode of crashing a soft wall, and the tracking interval is shortened. The vehicle-mounted equipment of the train control system based on the vehicle-to-vehicle communication bears the functions of movement authorization calculation, information interaction and the like of the traditional RBC, and has the functions of interlocking, target-distance mode curve calculation, automatic driving, train integrity check and the like. Compared with the traditional wireless block center (Radio Block Center, RBC), train control vehicle-mounted equipment based on vehicle-to-vehicle communication has obvious dissimilarity. Both are mainly done two-way communication, driving license calculation function in terms of function, but from the design idea of whole system, specific differences are: The control command sent to the train is generated from external ground equipment and information exchanged with vehicle-mounted equipment through train-ground two-way communication, and the control command is mainly used for providing driving permission, so that the train can safely run on a line in the RBC jurisdiction of the train, and train interval control and train protection are completed. The train control system based on train communication realizes the bidirectional wireless communication function with the front/rear train vehicle-mounted equipment, the ground system data server, the trackside controller, the train tail equipment and other equipment through the wireless communication unit and the GPRS radio station, and the vehicle-mounted main control unit has the function of calculating the driving permission based on the information of the station route and interval direction, the electronic map, the position and speed of the train ahead and the like. The traditional train control system is designed based on a tracking mode of 'hard wall collision', and the situation that a front train possibly stops immediately (such as derailment, collision and the like) is considered, so that the tracking end point of a rear train is an occlusion zone entrance where the front train is located and a certain safety protection distance is added. A vehicle-mounted monitoring braking distance is kept between the front train and the rear train, and the rear train can be stopped at the entrance of the blocking zone where the front train is located at any time so as to ensure safety. Train control system based on car communication adopts "hit soft wall" train tracking mode, promptly under the assumption that the front truck can not take place derailment or bump and lead to stopping in very short distance's prerequisite, and after the front train adopted emergency braking to stop, the back tra