Method and device for multi-train operation trend deduction

1. A multi-train operation trend deduction method, comprising:

step S 1 : receive, on a wireless device, temporary speed limit information, scheduling information, line information, and train status information;

step S 2 : calculate a train traction parameter, determine an area of space-time scope comprising one or more locations and one or more time periods which is subject to a temporary speed limit, determine a coupling relationship between the train traction parameter and the area of space-time scope which is under the temporary speed limit, and calculate a time saving driving strategy of a first train within a time domain, comprising calculating multi-train operation trend information of a plurality of trains; to determine acceleration, speed, and passing time of each train in a respective interval;

Step S 3 : according to a running position and speed of the first train, establish a multi-train operation tracking model under a plurality of different block systems;

wherein, in step S 3 , the multi-train operation tracking model under different block systems includes:

a calculation formula of

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 under quasi moving block is:

{

x

g

+

1

,

τ

EOA

=

x

g

,

τ

-

1

-

L

train

-

L

block

-

L

safe

v

g

+

1

,

τ

EOA

=

0

(

1

)

a calculation formula of

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 under moving block-absolute braking is:

{

x

g

+

1

,

τ

EOA

=

x

g

,

τ

-

1

-

L

train

-

L

safe

v

g

+

1

,

τ

EOA

=

0

(

2

)

a calculation formula of

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 under moving block-relative braking is:

{

x

g

+

1

,

τ

EOA

=

x

g

,

τ

-

L

train

-

L

safe

v

g

+

1

,

τ

EOA

=

0

(

3

)

a calculation formula of

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 under virtual marshalling is:

{

x

g

+

1

,

τ

EOA

=

x

g

,

τ

-

L

train

-

L

safe

v

g

+

1

,

τ

EOA

=

v

g

,

τ

EOA

(

4

)

wherein

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 represent an end of authority position (EOA) and a speed at a position of the EOA of a respective train g+1 in the plurality of trains at a current moment τ respectively,

v

g

,

τ

EOA

 represents a speed at the position of the EOA of a train g in the plurality of trains at a current moment τ, x g,τ represents the position of the train g in the plurality of trains at the current moment τ, x g,τ-1 represents the position of the train g in the plurality of trains at a moment τ−1, L safe is a distance of safety protection, L block is a distance from the train g in the plurality of trains ahead to a nearest block district, and L train is the length of the train g in the plurality of trains;

step S 4 : according to the temporary speed limit information, determine a driving strategy for each tracking train in the plurality of trains that is following the first train, and calculate operations of the plurality of trains based on the driving strategy; and

step S 5 : send a multi-train operation trend to a driving scheduling platform and control, with the driving scheduling platform, the operations of the plurality of trains according to the multi-train operation trend by imposing an operation constraint on each of the plurality of trains, wherein the operation constraint is configured to limit each of the plurality of trains to a predetermined degree of adjustment of a driving strategy provided by a target speed curve.

2. The multi-train operation trend deduction method as described in claim 1 , wherein the step S 2 further comprises:

step S 2 - 1 : calculate a running acceleration under a traction state; and

step S 2 - 2 : generate a first train driving strategy by calculating a first time saving driving strategy to determine first train operation trend information, the first train operation trend information defined over an area starting from a departure station signal machine at a departure station to a next stop of the station signal machine, wherein the first train operation trend information includes, for the first train, acceleration, speed, and passing time information, a running time at the station for the first train, and a delay time arriving station for the first train.

3. The multi-train operation trend deduction method as described in claim 2 , wherein the step S 2 - 1 further comprises:

the running acceleration under the traction state is:

a

=

n

1

·

F

max

-

n

2

·

B

max

-

R

⁡

(

v

)

-

W

m

(

5

)

in the formula: F max and B max represent respectively a maximum traction and a maximum brake power; n 1 , n 2 are state parameters, the combination of n 1 , n 2 determines operating conditions, which include traction, cruise, lazy line, and brake; R(v) represents a basic resistance of a train operation, which is related the to train speed v; W represents additional resistance of the train operation, including ramp additional resistance, curve additional resistance, and tunnel additional resistance, and m is train quality.

4. The multi-train operation trend deduction method as described in claim 2 , wherein the step S 2 - 2 further comprises:

the calculation formulas of the running acceleration a g,j , speed v g,j and passing time t g,j at a current position of the train g are as follows:

a g,j =min{ a,a max δ max ·t g,j-1 +a g,j-1 }  (6)

v

g

,

j

=

min

⁢

{

V

k

,

(

v

g

,

j

)

2

+

2

·

a

g

,

j

·

Δ

⁢

j

}

(

7

)

t

g

,

j

=

.

t

g

,

j

-

1

+

Δ

⁢

t

g

,

j

-

1

,

j

=

t

g

,

j

-

1

+

v

g

,

j

-

v

g

,

j

-

1

a

g

,

j

(

8

)

wherein a represents running acceleration in the traction state of the train g, a max represents maximum acceleration, δ max represents a maximum acceleration change rate, t g,j-1 represents a passing time of the train g at a position j−1; a g,j-1 represents a running acceleration of the train g at the position j−1; V k represents a speed limit value in the current speed limit section, v g,j is the speed of train g at the current position j, v g,j-1 represents a speed of the train g at the position j−1, Δj represents a distance step length intended to be used for updating the train position, and Δt g,j-1,j represents a running time from the position j−1 to the position j of the train g;

wherein a predictive delay time w g,i+1 of the train g arrives at the station i+1 is

w g,i+1 =Δt ,i,i+1 −Δ t g,i,i+1   (9)

in the formula, Δt g,i,i+1 is the running time of the train g from a station i to a station i+1, A t g,i,i+1 is a graph of a fixed range running time of the train g in an interval (i,i+1).

5. The multi-train operation trend deduction method as described in claim 4 , wherein, the step S 4 further comprises determining the driving strategy by:

for a tracking train in the plurality of trains, determining whether or not the temporary speed limit affects operation of the tracking train;

if the temporary speed limit does not affect the operation of the tracking train, under the constraints of a block system EOA, determining the driving strategy of the tracking train by directly reading a saving time driving strategy of the first train under a condition of no temporary speed limit conditions; and

if the tracking train is affected by the temporary speed limit, calculating the driving strategy of the tracking train by inspirational rules.

6. The multi-train operation trend deduction method as described in claim 5 , further comprising:

determine whether the temporary speed limit affects a following tracking train, if the current moment τ is in the speed limit section [t left k ,t right k ],

calculate an EOA position

x

g

+

1

,

τ

EOA

 of a tracking train g+1 at the current moment τ,

if

x

g

+

1

,

τ

EOA

 is in a range of a spatial scope [x left k ,x right k ], determining that the tracking train g+1 is affected by the temporary speed limit, and otherwise determining that the tracking train g+1 is not be affected by the temporary speed limit;

wherein k represents a speed limit section k, [t left k ,t right k ] represents a time range of the speed limit section k, and [x left k ,x right k ] represents a spatial range of the speed limit section k.

7. The multi-train operation trend deduction method as described in claim 5 , wherein calculating the driving strategy of the tracking train by inspirational rules includes:

step S 4 - 1 - 1 : from x g+1,τ to x g+1,τ DOA , calculate a maximum traction-cruise driving strategy of the tracking train g+1 which is not affected by the temporary speed limit, by applying a saving time driving strategy solution method in step S 2 - 2 , wherein x g+1,τ is a position of the train g+1 at the current time τ, and

x

g

+

1

,

τ

EOA

 is an EOA of the train g+1 at the current time τ;

step S 4 - 1 - 2 : from x g+1,τ to x g+1,τ EOA calculate a maximum braking-cruise driving strategy of the tracking train g+1 which is affected by the temporary speed limit, by applying a saving time driving strategy solution method in step S 2 - 2 ;

Step S 4 - 1 - 3 : determine the actual speed of each position at [x g+1,τ ,x g+1,τ EOA ] of the tracking train g+1 as being equal to the minimum value between the speed of step S 4 - 1 - 1 and the speed of step S 4 - 1 - 2 , and update the passing time of each position under the tracking train g+1 running with the actual speed.

8. The multi-train operation trend deduction method as described in claim 1 , wherein

the step S 1 further comprises:

receive, from a dispatcher, a dispatching order on the wireless device, the wireless device comprising a wireless block center, and receive, on the wireless device, dispatching information from a train dispatching console, wherein the dispatching order includes temporary speed limit information, line information and train status information, wherein the dispatching information at least includes a time of receiving and departure, and a departure sequence, and the line information at least includes a station kilometer post, a ramp gradient, a curvature, air resistance, a temporary speed limit, and an electric phase separation.

9. The multi-train operation trend deduction method as described in claim 1 , wherein the step S 5 further comprises:

step S 5 - 1 : output, with a radio block center (RBC) unit, a multi-train operation trend, wherein the multi-train operation trend includes at least an acceleration, a speed, a passing time, an interval operation time, and a delay time of a future train, and send, from the RBC unit to the driving scheduling platform;

step S 5 - 2 : perform an adjustment with the driving scheduling platform, comprising one of: use a lowest boundary of a running plan adjustment plan under a multi-train operation trend as a final stage adjustment plan, or adjust a phase plan according to the lowest boundary;

step S 5 - 3 : receive, on the RBC, operation data and movement authority from the future train, and obtains line parameters from a ground responder;

step S 5 - 4 : send, with the RBC, static data, MA, and the multi-train operation trend within its jurisdiction, and control an operation of each train based on data sent by the RBC.

10. A multi-train operation trend deduction device, including the scheduling command module and the train operation control system,

the scheduling command module includes:

an acquisition module; configured to receive temporary speed limit information, scheduling information, line information and train status information;

a deduction module; configured to analyze a coupling relationship between a trains traction calculation and an area of space-time scope which is under a temporary speed limit, said area of space-time scope comprising one or more locations and one or more time periods, and calculate a time saving driving strategy of a first train within a time domain; and establish a multi-train operation tracking model under a plurality of different block systems, according to a running position and speed of the first train; and according to temporary speed limit information, determine a driving strategy of a following tracking train, and calculate operation of a plurality of trains;

wherein the multi-train operation tracking model under the plurality of different block systems includes:

a calculation formula of

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 under quasi moving block is:

{

x

g

+

1

,

τ

EOA

=

x

g

,

τ

-

1

-

L

train

-

L

block

-

L

safe

v

g

+

1

,

τ

EOA

=

0

(

10

)

a calculation formula of

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 under moving block-absolute braking is:

{

x

g

+

1

,

τ

EOA

=

x

g

,

τ

-

1

-

L

train

-

L

safe

v

g

+

1

,

τ

EOA

=

0

(

11

)

a calculation formula of

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 under moving block-relative braking is:

{

x

g

+

1

,

τ

EOA

=

x

g

,

τ

-

L

train

-

L

safe

v

g

+

1

,

τ

EOA

=

0

(

12

)

a calculation formula of

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 under virtual marshalling is:

{

x

g

+

1

,

τ

EOA

=

x

g

,

τ

-

L

train

-

L

safe

v

g

+

1

,

τ

EOA

=

v

g

,

τ

EOA

(

13

)

wherein

x

g

+

1

,

τ

EOA

 and

v

g

+

1

,

τ

EOA

 represent EOA and a speed at the position of the EOA of a train g+1 at the current moment τ respectively,

v

g

,

τ

EOA

 represents a speed at a position of the EOA of a train g at the current moment τ, x g,τ , represents a position of a train g at the current moment τ, x g,τ-1 represents a position of the train g at a moment τ−1, L safe is a distance of safety protection, L block is a distance from the train g ahead to a nearest block district, L train is a length of the train;

a sending module; configured to send the multi-train operation trend to a driving scheduling platform;

wherein the train operation control system is used to control the operation of a plurality of trains according to the multi-train operation trend by imposing an operation constraint on each of the plurality of trains, wherein the operation constraint is configured to limit each of the plurality of trains to a predetermined degree of adjustment of a driving strategy provided by a target speed curve.