Method and device for dynamically adjusting train interval based on wide-area interlocking control, and storage medium

Patent metadata

Field	Value
Publication number	US-12195065-B2
Application number	US-202318324291-A
Country	US
Kind code	B2
Filing date	May 26, 2023
Priority date	May 31, 2022
Publication date	Jan 14, 2025
Grant date	Jan 14, 2025

Abstract

A method and device for dynamically adjusting train interval based on wide-area interlocking control, and a computer-readable storage medium. The method includes: (1) dynamically managing trains; (2) identifying a following relationship; if there is a following relationship, performing step (3), otherwise, controlling the train using existing control technology; (3) identifying weather; if the thunderstorm weather occurs, performing step (4); otherwise, adjusting the train interval by existing control technology; (4) acquiring operation states of a wireless communication system, traction power grid, traction drive system and train control system in real time; if the operation conditions are normal, performing step (5), otherwise, performing step (6); (5) independently analyzing the safety of actual following distance by the preceding and following trains in real time; performing interlocking control according to analysis results; and (6) activating a fail-safe interlocking control module to ensure dynamic and safe control of the train interval.

First claim

What is claimed is:

1. A method for dynamically adjusting train interval based on wide-area interlocking control, comprising:
(1) performing dynamic convoy management on information of trains that travel in the same direction along the same route between adjacent railway stations by using a queue or a linked list, wherein the dynamic convoy management comprises numbering the trains in an order in which the trains enter the dynamic convoy management, managing following relationships between adjacent trains, and describing the information of the trains by using object-oriented programming technology (OOPT);
(2) identifying a following relationship and a role to be undertaken by each of the trains in the train convoy management in real time;
for a train among the trains in the dynamic convoy management, if there is no following relationship, performing behavior control of the train by using existing train control technologies, comprising train control technology based on an authorized target distance and speed curve, train safety protection control technology based on a service braking curve and emergency braking curve, as well as train overspeed and temporary speed limit control technology; otherwise, identifying a following relationship and a role of the train; and performing step (3);
wherein if in the following relationship, a position and behavior of the train constitute a constraint condition on optimizing the behavior control of an adjacent following train, the following relationship is defined as following relationship 1, and the train assumes a role of a preceding train in the following relationship 1; and
if in the following relationship, optimization of behavior control of the train is constrained by a position and behavior of an adjacent preceding train, the following relationship is defined as following relationship 2, and the train assumes a role of a following train in the following relationship 2;
(3) acquiring weather information and judging whether a thunderstorm occurs; if the thunderstorm occurs, performing step (4); otherwise, adjusting the train interval by using the existing train control technologies, comprising train control technology based on an authorized target distance and speed curve, train safety protection control technology based on a service braking curve and emergency braking curve, as well as train overspeed and temporary speed limit control technology;
(4) acquiring operational states of a wireless communication system, a traction power grid, a train traction drive system and a train control system in real time; if the wireless communication system, the traction power grid, the train traction drive system and the train control system are all in a normal operation state, performing step (5); otherwise, performing step (6);
(5) analyzing, respectively by two adjacent trains in the train convoy management, the following safety in real time through comparing an actual following distance between the two adjacent trains with a required dynamic safe following distance that should be maintained by the two adjacent trains at a current moment; based on analysis results, performing, respectively by the two adjacent trains in the train convoy management, an interlocking control to determine whether the traction power grid should supply power to a following train; and dynamically adjusting the train interval by implementing the interlocking control in combination with the existing train control technologies;
wherein the step of “based on analysis results, performing, respectively by the two adjacent trains in the train convoy management, an interlocking control to determine whether the traction power grid should supply power to a following train; and dynamically adjusting the train interval by implementing the interlocking control in combination with the existing train control technologies” comprises:
(5-1) identifying a current state of a train-following system respectively by the two adjacent trains in the train-following system; if the train-following system is in State 1, performing step (5-2); and if the train-following system is in State 2, performing step (5-3);
wherein State 1 is a safe following operation state; and under State 1, the actual following distance is greater than the required dynamic safe following distance, allowing the following train to obtain power from the traction power grid; and
State 2 is a following operation state with safety risk of rear-end collision; and under State 2, the actual following distance is less than or equal to the required dynamic safe following distance, resulting in that the power supply from the traction power grid to the following train is cut off;
(5-2) obtaining, by each of the trains in the train convoy management, its own following relationship in real time;
according to the following relationship, determining in real time the role that should be undertaken by each of the trains in the train convoy management;
if a train of the trains in the train convoy management only has the following relationship 1, immediately performing, by the train, a preceding train control scheme p1;
if a train of the trains in the train convoy management only has the following relationship 2, immediately performing, by the train, a following train control scheme f1;
if a train of the trains in the train convoy management has the following relationship 1 and the following relationship 2, immediately and concurrently performing, by the train, the preceding train control scheme p1 and the following train control scheme f1 to enable coordination of different roles of the train in different following relationships; and
returning to step (1);
(5-3) obtaining, by each of the trains in the train convoy management, its own following relationship;
according to the following relationship, determining the role that should be undertaken by each of the trains in the train convoy management;
if a train of the trains in the train convoy management only has the following relationship 1, immediately performing, by the train, a preceding train control scheme p2;
if a train of the trains in the train convoy management only has the following relationship 2, immediately performing, by the train, a following train control scheme f2;
if a train of the trains in the train convoy management has the following relationship 1 and the following relationship 2, immediately and concurrently performing, by the train, the preceding train control scheme p2 and the following train control scheme f2, to enable coordination of different roles of the train in different following relationships; and
returning to step (1);
wherein the preceding train control scheme p1 is performed through steps of:
(p1-1) determining, by a preceding train, whether the preceding train is capable of obtaining power from the traction power grid;
if the preceding train fails to obtain the power from the traction power grid, cutting off power supply from the traction power grid to a following train or maintaining a power-off state of the following train; and if the preceding train has obtained the power from the traction power grid, performing step (p1-2);
(p1-2) analyzing, by the preceding train, a safety of actual following distance from the following train to obtain a safety analysis result in real time;
if the safety analysis result shows that an actual following distance is less than or equal to the required dynamic safe following distance, cutting off, by the preceding train, the power supply from the traction power grid to the following train, and simultaneously communicating its intention of power-off control to the following train; and
if the safety analysis result shows that the actual following distance is greater than the required dynamic safe following distance, performing step (p1-3);
(p1-3) inquiring about or receiving information of the following train in real time; a

Assignees

• Univ Tongji

Inventors

• Pan Deng

Classifications

• B61L27/04

  Automatic systems, e.g. controlled by train; Change-over to manual control · CPC title

• B61L25/02

  Indicating or recording positions or identities of vehicles or trains · CPC title

• B60M3/04

  Arrangements for cutting in and out of individual track sections (by passage of the vehicle B60M1/10) · CPC title

• B61L27/40

  Handling position reports or trackside vehicle data · CPC title

• B60L3/0015

  Prevention of collisions · CPC title