Mobile authorization generation method, device and medium for coupled operation train

Abstract

The present invention relates to a method, device and medium for generating movement authorization for train coupling operation. The method is based on a set collisionable area supporting train coupling operation, optimizes and calculates the leading distance of obstacle points according to the positional relationship between the train and the collisionable area, and generates a final movement authorization by setting a movement authorization speed limit point and adjusting the obstacle point on the basis of the collisionable movement authorization, so that the coupling train approaches and collides with the coupled train at an appropriate speed to complete the coupling operation, and avoids the coupled train from being knocked out of the collisionable area. Compared with the prior art, the present invention has the advantages of improving the coupling operation efficiency as much as possible under the premise of ensuring safety.

Description

Technical Field

[0001] The present invention relates to a train signal control system, and in particular to a method, device and medium for generating mobile authorization for a coupling operation train. Background Art

[0002] In the urban rail transit signal system, the movement authorization provided by ZC for the train in the coupling operation is related to the success of the coupling operation and the safety of the vehicle. If the movement authorization provided by ZC causes the collision speed of the coupling operation to be too low, the coupling will fail. If the collision speed is too high, it will cause damage to the coupler and even the coupled train will be knocked out of the coupling operation area, endangering the safety of the vehicle.

[0003] Therefore, providing appropriate movement authorization for the trains involved in the coupling operation, preventing the coupled trains from being knocked out of the coupling operation area, and achieving efficient coupling while ensuring safety have become technical issues that need to be solved. Summary of the invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and to provide a method, device and medium for generating mobile authorization for coupled operation trains, which can improve the efficiency of coupled operation as much as possible while ensuring safety.

[0005] The purpose of the present invention can be achieved by the following technical solutions:

[0006] According to a first aspect of the present invention, a method for generating movement authorization for a coupled train is provided. The method is based on a set collidable area that supports train coupling operations, optimizes the calculation of the lead distance of the obstacle point according to the positional relationship between the train and the collidable area, and generates a final movement authorization on the basis of the collidable movement authorization by setting a movement authorization speed limit point and adjusting the obstacle point, so that the coupling train approaches and collides with the coupled train at an appropriate speed to complete the coupling operation and avoids the coupled train being knocked out of the collidable area.

[0007] As a preferred technical solution, the set collision-resistant area supporting train coupling operations is a continuous area on the track, which supports train coupling operations in a specified direction and requires that the collision speed during train coupling cannot exceed a limited speed. When the trains collide at a speed not exceeding the limited speed, the length of the area must ensure that the impacted train cannot rush out of the area after it stops moving.

[0008] As a preferred technical solution, the mobile authorization generation process specifically includes:

[0009] Step S1, calculating the most restricted point of movement authorization for the train;

[0010] Step S2: determining whether the train meets the set coupling operation scenario;

[0011] Step S3, calculating the leading distance of the obstacle point for the train that meets the scenario;

[0012] Step S4: Generate and set movement authorization for trains that meet the scenario.

[0013] As a preferred technical solution, the step S1, calculating the most restrictive point of the mobile authorization for the train, refers to finding the restrictive point closest to the train among all the restrictive points in front of the train, and the restrictive point includes the restrictive point caused by line or vehicle factors, wherein the restrictive point caused by vehicle factors refers to: the endpoint among the outer endpoints of the envelope of the train in front that is closer to the mobile authorization search train.

[0014] As a preferred technical solution, the step S2, judging that the train meets the set coupling operation scenario, means:

[0015] The train to be coupled requests to be coupled and obtains the authorization of the regional controller to be coupled;

[0016] The next train in the direction of the front of the train to be coupled requests to be coupled, the train has applied brakes and is completely in the collision zone that supports the train coupling operation;

[0017] The locomotive direction of the train to be coupled is in accordance with the designated direction of the coupled operation in the collision zone;

[0018] The most restricted point of the movement authorization in step S1 of removing the coupled train is the restricted point caused by the vehicle factors of the coupled train.

[0019] As a preferred technical solution, the step S3, calculating the leading distance of the obstacle point for the train that meets the scenario, is specifically:

[0020] According to the positional relationship between the train and the collision zone, calculate the obstacle point front distance L1 and the obstacle point front distance L2, take the middle value of L1 and L2 and compare it with L2 to take the minimum value between the two as the obstacle point front distance of the uncoupled train;

[0021] The obstacle point leading distance refers to the distance adjusted by the obstacle point in the direction of the mobile authorization search. The obstacle point leading distance L1 must meet the requirement that the coupling train can collide with the coupled train, and the collision speed meets the lower limit requirement of the coupling speed. The obstacle point leading distance L2 must meet the requirement that the coupled train cannot be knocked out of the collision zone.

[0022] As a preferred technical solution, the obstacle point advance distance L1 is specifically: the distance obtained by adding the train positioning error to the train coupling position monitoring margin, wherein the train coupling position monitoring margin means that when the distance between the train and the obstacle point is greater than the train coupling position monitoring margin, the train will not slow down due to position monitoring reasons, resulting in the train speed being less than the lower speed limit required for successful coupling.

[0023] As a preferred technical solution, the obstacle point leading distance L2 is specifically: the distance between the end point of the coupled train's external terminal point that is closer to the uncoupled train and the exit end point of the collision zone, minus the coupling collision displacement distance, minus the length of the coupled train, and then adding the train coupling position monitoring margin to obtain the distance;

[0024] The exit endpoint of the collision zone refers to the front endpoint of the two endpoints of the collision zone along the movement authorization search direction, and the coupling collision displacement distance refers to the distance moved by the coupled train due to the coupling collision.

[0025] As a preferred technical solution, the step S4 generates and sets movement authorization information for trains that meet the scenario, including: safety protection points, speed limit points, limited speeds and obstacle points.

[0026] As a preferred technical solution, the exit endpoint of the collision-prone area where the coupled train is located is used as a safety protection point;

[0027] The most restricted point of the mobile authorization calculated in step S1 is used as the speed limit point of the mobile authorization;

[0028] The limited speed of the collision zone where the coupled train is located is used as the limited speed of the movement authorization;

[0029] The end point of the external terminal point of the coupled train that is closer to the mobile authorization search train shall be adjusted along the mobile authorization search direction to be the obstacle point for mobile authorization. If the obstacle point after adjustment is already outside the body of the coupled train, the end point of the external terminal point of the coupled train that is farther from the train to be coupled shall be used as the obstacle point for mobile authorization.

[0030] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0031] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0032] Compared with the prior art, the method described in the present invention optimizes and adjusts the position of the obstacle point by using the coordinated use of the deceleration point and the obstacle point in the movement authorization, so that the uncoupling train can approach and collide with the coupled train at an appropriate speed to complete the coupling operation, and avoid the coupled train being knocked out of the collision zone, thereby ensuring the safety and efficiency of the coupling operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a flow chart of the function module for calculating the specific movement authorization for requesting to couple trains according to the present invention;

[0034] Figure 2 Schematic diagram of a specific movement authorization for a coupled train. DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0036] The technical problem to be solved by the present invention is to provide movement authorization for coupling operation, allowing the train requesting to couple to collide with the train requesting to couple at an appropriate speed, and avoiding the coupled train from being bumped out of the collision zone. Based on the traditional collision-prone movement authorization, the present invention calculates the optimized obstacle point lead distance, and adjusts the obstacle point position accordingly, so that the train decoupling can approach and collide with the coupled train, and avoids the coupled train from being bumped out of the collision zone, thereby ensuring the safety of the train.

[0037] Based on a specific collision-able area supporting train coupling operations, the leading distance of the obstacle point is optimized and calculated according to the positional relationship between the train and the collision-able area. On the basis of the traditional collision-able mobile authorization, by setting the mobile authorization speed limit point and adjusting the obstacle point, the coupling train can approach and collide with the coupled train at an appropriate speed to complete the coupling operation, and avoid the coupled train from being knocked out of the collision-able area. Compared with the prior art, the method described in the present invention uses the coordinated use of the speed reduction point and the obstacle point in the mobile authorization to optimize and adjust the position of the obstacle point, so that the coupling train can approach and collide with the coupled train at an appropriate speed to complete the coupling operation, and avoid the coupled train from being knocked out of the collision-able area, ensuring the safety and efficiency of the coupling operation.

[0038] The coupling operation area is set as a specific collision-resistant area that supports train coupling operations. This area is a continuous area on the track that supports train coupling operations in the specified direction and requires that the collision speed during train coupling cannot exceed the limited speed. When the trains collide at a speed not exceeding the limited speed, the length of the area must ensure that the impacted train cannot rush out of the area after it stops moving. The limited speed of the collision-resistant area that supports train coupling operations is greater than the speed required for coupling operations, but less than the collision speed that may damage the coupler.

[0039] The train coupling operation requires the coupling train to collide with the coupled train at a specified coupling speed so that the couplers of the two trains can be successfully coupled. If the train collision speed is too low, the coupling will fail. If the collision speed is too high, the coupler will be damaged or even the train will derail.

[0040] For a train requesting to go to a coupling, the movement authorization provided by ZC must ensure that the train going to the coupling can collide with the coupled train, that the authorized collision-prone speed limit is higher than the coupling speed, and that the coupled train will not be bumped out of the collision-prone area.

[0041] For trains that request to be coupled, they are required to remain stationary during the coupling operation, and ZC cannot provide valid movement authorization.

[0042] like Figure 1 The process shown is a flow chart of the function module for requesting the calculation of the specific movement authorization of the coupled train. The calculation of the movement authorization of the coupled train specifically includes the following steps:

[0043] Step S1, calculating the most restricted point of movement authorization for the train;

[0044] Step S2: determining whether the train meets the specific coupling operation scenario;

[0045] Step S3, calculating the leading distance of the obstacle point for the train that meets the scenario;

[0046] Step S4: Generate a specific movement authorization for the train that meets the scenario.

[0047] The step S1 is specifically as follows: calculating the most restricted point of the mobile authorization for the train means finding the restricted point closest to the train among all the restricted points in front of the train. The restricted points include restricted points caused by lines, vehicles or other factors. Among them, the restricted points caused by vehicle factors refer to: the endpoints of the outer endpoints of the front train envelope that are closer to the mobile authorization search train. The train envelope is a continuous area where the train may exist.

[0048] The step S2 of judging whether the train meets the specific coupling operation scenario means:

[0049] The train requests to be coupled and obtains the ZC authorization for coupling;

[0050] The next train in the direction of the front of the train to be coupled requests to be coupled, the train has applied brakes and is completely in the collision zone that supports the train coupling operation;

[0051] The locomotive direction of the train to be coupled is in accordance with the designated direction of the coupled operation in the collision zone;

[0052] The most restricted point of the movement authorization in step S1 of removing the coupled train is the restricted point caused by the vehicle factors of the coupled train.

[0053] The step S3 is specifically as follows: according to the positional relationship between the train and the collision-prone area, the obstacle point leading distance L1 and the obstacle point leading distance L2 are calculated, and the intermediate value of L1 and L2 is compared with L2 to take the minimum value between the two as the obstacle point leading distance of the uncoupled train. The obstacle point leading distance refers to the distance adjusted by the obstacle point in the direction of the authorized search for movement. The obstacle point leading distance L1 must meet the requirement that the uncoupled train can collide with the coupled train, and the collision speed meets the lower speed limit requirement of the coupling. The obstacle point leading distance L2 must meet the requirement that the coupled train cannot be knocked out of the collision-prone area.

[0054] The obstacle point leading distance L1 in step S3 refers to the distance obtained by adding the train positioning error to the train coupling position monitoring margin. Because the obstacle point is the train position monitoring point, the train will slow down and stop before the obstacle point. In order to ensure that the collision speed of the train to be coupled is not lower than the speed required for successful coupling, the train coupling position monitoring margin is set. When the distance between the train and the obstacle point is greater than the train coupling position monitoring margin, the train will not slow down due to position monitoring, resulting in the train speed being less than the lower limit of the speed required for successful coupling.

[0055] The obstacle point leading distance L2 in step S3 refers to the distance between the end point of the coupled train's outer end point that is closer to the coupled train and the exit end point of the collision zone, minus the coupling collision displacement distance, minus the length of the coupled train, and then plus the train coupling position monitoring margin. The exit end point of the collision zone refers to the front end point of the two end points of the collision zone along the movement authorization search direction. The coupling collision displacement distance refers to the distance that the coupled train moves due to the coupling collision. That is, this distance is derived based on the scenario assuming that the distance between the coupled train and the exit end point of the collision zone is the coupling collision displacement distance.

[0056] The step S4 is specifically as follows: generating a specific movement authorization for a train that meets the scenario means that the specific movement authorization information provided for the train includes: safety protection points, speed limit points, limited speeds, and obstacle points.

[0057] The safety protection point in the specific movement authorization information in step S4 refers to: taking the exit endpoint of the collision-prone area where the coupled train is located as the safety protection point.

[0058] The speed limit point in the specific mobile authorization information in step S4 refers to: taking the most restrictive point of the mobile authorization calculated in step S1 as the speed limit point of the mobile authorization.

[0059] The limited speed in the specific movement authorization information in step S4 refers to: taking the limited speed of the collision-prone area where the coupled train is located as the limited speed of the movement authorization.

[0060] The obstacle point in the specific movement authorization information described in step S4 refers to: adjusting the leading distance of the obstacle point among the external terminal points of the coupled train that is closer to the uncoupled train along the movement authorization search direction as the obstacle point for movement authorization; if the obstacle point after adjustment is already outside the body range of the coupled train, the external terminal points of the coupled train that is farther from the uncoupled train shall be used as the obstacle point for movement authorization.

[0061] The train ensures that both the train's position monitoring and energy monitoring cannot exceed the safety protection point.

[0062] The train ensures that when the front of the train passes the speed limit point and after crossing the speed limit point, the train speed cannot exceed the limited speed specified in the movement authorization.

[0063] The train ensures that the train's position monitoring cannot cross the movement authorization obstacle point.

[0064] Through the steps S1 to S4, the ZC will provide appropriate movement authorization for the train performing the coupling operation.

[0065] Figure 2 Schematic diagram of specific movement authorization for connecting trains.

[0066] Train T_1 is the train that requests to be coupled, and train T_2 is the train that requests to be coupled. The front of T_1 is facing T_2, and T_2 is completely located in a collisionable area that supports the coupling function. The collisionable area supports the coupling in the direction of T_1's decoupling. According to T_1's decoupling direction, the left end point of the collisionable area is the entry end point relative to T_1, and the right end point is the exit end point relative to T_1.

[0067] When train T_1 is judged to meet the specific coupling operation scenario, the optimized obstacle point advance distance is calculated according to the position information of T_2. In the movement authorization information of T_1, the safety protection point is set to the exit endpoint of the collision zone, the speed limit point is set to the most restrictive point of the movement authorization in step S1, and the limited speed is set to the limited speed of the collision zone. The obstacle point is set to the internal coordinate point of T_2 obtained by adjusting the obstacle point advance distance along the decoupling direction at the external end of T_2.

[0068] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0069] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0070] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0071] The processing unit performs the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S4 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S4 in any other appropriate manner (e.g., by means of firmware).

[0072] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0073] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0074] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0075] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A method for generating mobile authorization for a coupled operation train, characterized in that: The method is based on the set collision-able area supporting train coupling operation, optimizes and calculates the leading distance of the obstacle point according to the position relationship between the train and the collision-able area, and generates the final movement authorization by setting the movement authorization speed limit point and adjusting the obstacle point on the basis of the collision-able movement authorization, so that the coupling train approaches and collides with the coupled train at an appropriate speed to complete the coupling operation and avoid the coupled train from being knocked out of the collision-able area. The mobile authorization generation process specifically includes: Step S1, calculating the most restricted point of movement authorization for the train; Step S2: determining whether the train meets the set coupling operation scenario; Step S3, calculating the leading distance of the obstacle point for the train that meets the scenario; Step S4: Generate and set movement authorization for trains that meet the scenario; The step S1, calculating the most restricted point of the mobile authorization for the train, refers to finding the restricted point closest to the train among all the restricted points ahead of the train, and the restricted point includes the restricted point caused by the line or vehicle factors, wherein the restricted point caused by the vehicle factor refers to: the endpoint of the outer endpoint of the envelope of the train ahead that is closer to the mobile authorization search train; The step S3, calculating the leading distance of the obstacle point for the train that meets the scenario, is specifically: According to the positional relationship between the train and the collision zone, calculate the obstacle point front distance L1 and the obstacle point front distance L2, take the middle value of L1 and L2 and compare it with L2 to take the minimum value between the two as the obstacle point front distance of the uncoupled train; The obstacle point leading distance refers to the distance adjusted by the obstacle point in the direction of the mobile authorization search. The obstacle point leading distance L1 must meet the requirement that the train going to the coupling can collide with the coupled train and the collision speed meets the lower speed limit requirement of the coupling. The obstacle point leading distance L2 must meet the requirement that the coupled train cannot be knocked out of the collision zone. The obstacle point leading distance L1 is specifically: the distance obtained by adding the train positioning error to the train coupling position monitoring margin, wherein the train coupling position monitoring margin means that when the distance between the train and the obstacle point is greater than the train coupling position monitoring margin, the train will not slow down due to position monitoring reasons, resulting in the train speed being less than the lower speed limit required for successful coupling; The obstacle point front distance L2 is specifically: the distance between the end point of the coupled train's outer end point that is closer to the uncoupled train and the exit end point of the collision zone, minus the coupling collision displacement distance, minus the length of the coupled train, and then adding the train coupling position monitoring margin to obtain the distance; The exit endpoint of the collision zone refers to the front endpoint of the two endpoints of the collision zone along the movement authorization search direction, and the coupling collision displacement distance refers to the distance moved by the coupled train due to the coupling collision.

2. A method for generating mobile authorization for a coupled train according to claim 1, characterized in that: The set collision-resistant area supporting train coupling operations is a continuous area on the track, which supports train coupling operations in a specified direction and requires that the collision speed during train coupling cannot exceed a limited speed. When the trains collide at a speed not exceeding the limited speed, the length of the area must ensure that the impacted train cannot rush out of the area after it stops moving.

3. A method for generating mobile authorization for a coupled train according to claim 1, characterized in that: The step S2, judging that the train meets the set coupling operation scenario, means: The train to be coupled requests to be coupled and obtains the authorization of the regional controller to be coupled; The next train in the direction of the front of the coupled train requests to be coupled, and the coupled train has applied brakes and is completely located in the collision-prone area supporting the train coupling operation; The locomotive direction of the train to be coupled is in accordance with the designated direction of the coupled operation in the collision zone; The most restricted point of the movement authorization in step S1 of removing the coupled train is the restricted point caused by the vehicle factors of the coupled train.

4. A method for generating mobile authorization for a coupled operation train according to claim 1, characterized in that: The step S4, generating and setting movement authorization information for the train that meets the scenario includes: safety protection points, speed limit points, limited speeds and obstacle points.

5. A method for generating mobile authorization for a coupled operation train according to claim 4, characterized in that: The exit end of the collision zone where the coupled train is located is used as a safety protection point; The most restricted point of the mobile authorization calculated in step S1 is used as the speed limit point of the mobile authorization; The limited speed of the collision zone where the coupled train is located is used as the limited speed of the movement authorization; The end point of the external terminal point of the coupled train that is closer to the mobile authorization search train shall be adjusted along the mobile authorization search direction to be the obstacle point for mobile authorization. If the obstacle point after adjustment is already outside the body of the coupled train, the end point of the external terminal point of the coupled train that is farther from the train to be coupled shall be used as the obstacle point for mobile authorization.

6. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 5 is implemented.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 5 is implemented.

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