Train collaborative management method, system, electronic device, and electronically readable storage medium

Abstract

The present invention relates to a train collaborative management method, system, electronic device, and electronically readable storage medium, which associate a front train and a rear train, wherein the front train and the rear train communicate with each other, and the rear train obtains the position information and speed information of the front train during the communication, so as to control the running speed of the rear train based on the position information and speed information of the front train. If the rear train is within the collaborative influence range of the front train, the distance control and speed control between the rear train and the front train are triggered, so as to facilitate autonomous control of the rear train relative to the front train. If the rear train is within the safety range of the front train, the speed of the rear train is adjusted to be coordinated with the speed of the front train. Information exchange is performed based on the communication between the front train and the rear train, and the adjustment between the rear train and the front train is triggered, thereby ensuring spontaneous collaborative control between the rear train and the front train and improving the rationality of control of the rear train and the front train.

Description

Technical Field

[0001] The present application relates to the technical field of train collaborative management systems, and in particular to a train collaborative management method, system, electronic device, and electronically readable storage medium. Background Art

[0002] With the development of science and technology, trains are gradually used in the field of transportation. The front train and the rear train run on the same track. The front train and the rear train communicate with each other through a transmission module. In the information communication, the distance information between the front train and the rear train is easy to obtain. However, the existing train control is mainly based on distance information for artificial distance control to avoid physical contact between trains. However, the front train and the rear train do not conduct spontaneous collaborative control. Summary of the invention

[0003] The purpose of the embodiments of the present application is to propose a train collaborative management method, system, electronic device, and electronically readable storage medium to solve the problem that the existing front train and rear train do not perform spontaneous collaborative management and control.

[0004] In order to solve the above technical problems, the embodiment of the present application provides a train collaborative management method, which adopts the following technical solution:

[0005] Associating the front train with the rear train, and communicating between the front train and the rear train;

[0006] The rear train obtains the position information and speed information of the front train and calculates the coordinated influence range of the front train;

[0007] If the rear train is within the coordinated influence range of the front train, the distance control and speed control between the rear train and the front train will be triggered;

[0008] The rear train is within the safety range of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train;

[0009] Information exchange is carried out based on the communication between the front train and the rear train, triggering the adjustment between the rear train and the front train.

[0010] In order to solve the above technical problems, the embodiment of the present application also provides a train collaborative management system, which adopts the following technical solution:

[0011] An association module, used to associate the front train with the rear train, and to communicate between the front train and the rear train;

[0012] An acquisition module is used for the rear train to acquire the position information and speed information of the front train and calculate the coordinated influence range of the front train;

[0013] A control module, used to trigger distance control and speed control between the rear train and the front train if the rear train is within the coordinated influence range of the front train;

[0014] A coordination module is used to adjust the speed of the rear train to coordinate with the speed of the front train when the rear train is within the safety range of the front train;

[0015] The interaction module is used to exchange information based on the communication between the front train and the rear train, triggering the adjustment between the rear train and the front train.

[0016] In order to solve the above technical problems, the embodiment of the present application further provides an electronic device, which adopts the following technical solution:

[0017] It includes a memory and a processor, wherein the memory stores electronically readable instructions, and the processor implements the steps of the train collaborative management method as described above when executing the electronically readable instructions.

[0018] In order to solve the above technical problems, an embodiment of the present application also provides an electronically readable storage medium, characterized in that electronically readable instructions are stored on the electronically readable storage medium, and when the electronically readable instructions are executed by a processor, the steps of the train collaborative management method as described above are implemented.

[0019] The present application provides a train collaborative management method, system, electronic device, and electronically readable storage medium, which associate a front train and a rear train, wherein the front train and the rear train communicate with each other, and the rear train obtains the position information and speed information of the front train during the communication, so as to control the running speed of the rear train based on the position information and speed information of the front train. If the rear train is within the collaborative influence range of the front train, the distance control and speed control between the rear train and the front train are triggered, so that the rear train can perform autonomous control relative to the front train. The rear train is within the safety range of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train. Information is exchanged based on the communication between the front train and the rear train, and the adjustment between the rear train and the front train is triggered, thereby ensuring spontaneous collaborative control between the rear train and the front train and improving the rationality of control of the rear train and the front train. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the scheme in the present application, a brief introduction is given below to the drawings required for use in the description of the embodiments of the present application. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0021] Figure 1 It is a flow chart for implementing the train collaborative management method provided in Example 1 of the present application;

[0022] Figure 2 yes Figure 1 A flowchart of a specific implementation of step S110;

[0023] Figure 3 yes Figure 1 A flowchart of a specific implementation of step S120;

[0024] Figure 4 yes Figure 1 A flowchart of a specific implementation of step S130;

[0025] Figure 5 yes Figure 1 A flowchart of a specific implementation of step S140;

[0026] Figure 6 It is a schematic diagram of the framework of the train collaborative management method provided in the embodiment of the present application;

[0027] Figure 7 It is a schematic diagram of a train collaborative management system according to an embodiment of the electronic device of the present application.

[0028] Figure 8 It is a basic structural block diagram of an electronic device according to an embodiment of the electronic device of the present application. DETAILED DESCRIPTION

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by technicians in the technical field of the present application; the terms used in the specification of the application herein are only for the purpose of describing specific embodiments and are not intended to limit the present application; the terms "including" and "having" and any variations thereof in the specification and claims of the present application and the above-mentioned drawings are intended to cover non-exclusive inclusions. The terms "first", "second", etc. in the specification and claims of the present application or the above-mentioned drawings are used to distinguish different objects, not to describe a specific order.

[0030] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0031] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0032] Embodiment 1

[0033] Continue to refer Figures 1 to 5 , shows an implementation flow chart of the train collaborative management method provided in Example 1 of the present application, and the train collaborative management method includes steps S110 to S150.

[0034] Step S110: Associating the front train with the rear train, and performing communication between the front train and the rear train.

[0035] Specifically include:

[0036] Step S111: obtaining a front train and a rear train, and associating the front train and the rear train;

[0037] Step S112: the front train and the rear train communicate with each other;

[0038] Step S113: Information is exchanged based on the communication between the front train and the rear train, and train information is exchanged periodically in real time.

[0039] Specifically, information is exchanged based on communication between the front train and the rear train, and train information is exchanged periodically in real time. Since the operations of the front train and the rear train affect each other within the resource planning scope, the operation of the current train is affected by the operation of the front train. Therefore, within the planned path, if the front train can be searched within the planned path, it is considered that the front train affects the operation of the current train and communication needs to be established with it.

[0040] The front train and the rear train are linked, and the front train and the rear train communicate with each other. Basic train operation information should be exchanged periodically and in real time, such as: location, speed, operation mode and operation time, such as the planned stop time of the front train, the estimated time for the front train to pass the switch, etc.

[0041] Step S120: The rear train obtains the position information and speed information of the front train, and calculates the system influence range of the front train.

[0042] Specifically include:

[0043] Step S121: the rear train obtains the position information and speed information of the front train;

[0044] Step S122: marking the position information and speed information of the preceding train and using them as reference factors;

[0045] Step S123: Calculate the cooperative influence range of the rear train relative to the front train based on the reference factors.

[0046] Among them, the rear train obtains the position information and speed information of the front train, and takes the position information and speed information of the front train as reference factors, and adjusts the coordinated influence range of the rear train relative to the front train based on the reference factors. At this time, the coordinated influence range of the front train is a variable range, and is adjusted based on the position information and speed information of the front train.

[0047] Specifically, the impact range of D is 1-, which is reversed from the boundary stopping point of the rear train's movement authorization. It is considered that the rear train should maintain a safe braking distance with the front train at the full common braking rate to reach the end point of the movement authorization and reduce the speed to zero, and maintain coordination with the front train at the target speed point.

[0048] D influence range 2- from the current speed v of the rear train t0 , with the maximum Jerk rate of 0.75, the current speed of the train v t0 The minimum distance after the change arrives at the reference speed of the train target point (the current speed of the train before V);

[0049] The influence range of the previous train is calculated according to the automatic speed control ASC algorithm formula, and the influence range of the next train is planned. t0 , the initial speed of the train is v t0 As is known, the calculation is done in stages as follows:

[0050] Phase 1: The current time t0 commands the speed delay accel_delay, which is the vehicle reaction speed delay phase.

[0051] The response delay (t1-t0) is a clear parameter accel_delay. The acceleration remains unchanged during this period.

[0052] Phase 2: Acceleration changes from positive value a t0 Down to stage 0.

[0053] The acceleration is a t0 becomes 0, j(t)=jerk_rate is a constant.

[0054] Phase 3: The time that the acceleration remains at 0, the value is a minimum parameter value. Dead_time is a setting parameter.

[0055] Phase 4: The acceleration changes from 0 to the tangent service_decel full-service braking rate, which is a constant.

[0056] Phase 5: Accelerate the vehicle to zero speed at full service braking rate. The acceleration during this process is a constant service_decel.

[0057] D synergy influence range = D influence range 1 + D influence range 2

[0058] Step S130: If the rear train is within the coordinated influence range of the front train, distance control and speed control between the rear train and the front train are triggered.

[0059] Specifically include:

[0060] Step S131: obtaining the coordinated influence range of the rear train relative to the front train;

[0061] Step S132: if the rear train is within the coordinated influence range of the front train, obtaining the running curve of the rear train relative to the front train;

[0062] Step S133: Smoothing the running curve, and triggering distance control and speed control between the rear train and the front train. At this time, the rear train performs distance control and speed control based on the running curve.

[0063] Among them, the coordinated influence range of the rear train relative to the front train is obtained, and the control of the rear train relative to the front train is triggered according to the coordinated influence range of the front train. If the rear train is within the coordinated influence range of the front train, the operation curve of the rear train relative to the front train is obtained, the operation curve is smoothed, and the distance control and speed control between the rear train and the front train are triggered. At this time, the rear train performs distance control and speed control based on the operation curve, so that the rear train can perform autonomous control relative to the front train. The rear train is within the safety range of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train; information exchange is performed based on the communication between the front train and the rear train, and the adjustment between the rear train and the front train is triggered, thereby ensuring the spontaneous coordinated control between the rear train and the front train and improving the rationality of the control of the rear train and the front train.

[0064] Step S140: The rear train is within the safety range of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train.

[0065] Specifically include:

[0066] Step S141: the rear train is within the safety range of the front train, and the rear train performs spontaneous coordinated control relative to the front train;

[0067] Step S142: Maintaining a safety range between the rear train and the front train;

[0068] Step S143: The speed of the rear train is coordinated and controlled according to the speed of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train.

[0069] Among them, if the rear train is within the coordinated influence range of the front train, the distance control and speed control between the rear train and the front train will be triggered, so that the rear train can perform autonomous control relative to the front train, the rear train is within the safety range of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train.

[0070] At this time, the rear train is within the safety range of the front train, and the rear train performs spontaneous coordinated control relative to the front train. The speed of the rear train is coordinated and controlled according to the speed of the front train, and the speed of the rear train is within the coordinated range with the speed of the front train.

[0071] Step S150: Information exchange is performed based on the communication between the front train and the rear train, and adjustment between the rear train and the front train is triggered.

[0072] Specifically, it includes: exchanging information based on the communication between the front train and the rear train; and triggering the adjustment between the rear train and the front train according to the interactive information between the front train and the rear train.

[0073] In addition, the train coordination management method also includes: the front train operates at an abnormally low speed, and the rear train gradually approaches the front train and is affected by the operation of the front train, and the information exchange between the front train and the rear train predicts a smooth deceleration in advance; the operation curve is replanned according to the real-time operation of the front train, and the rear train gradually maintains a coordinated speed with the front train to avoid section parking and maintain smooth coordinated operation of the rear train and the front train; the rear train uses the speed of the front train as the target speed, and maintains a relative distance from the front train, and maintains a stable coordination between the rear train and the front train within the braking distance range. The rear train calculates the coordinated influence range of the front train in real time. When the rear train enters the coordinated influence range of the front train, it is considered that the operation of the rear train is affected by the front train. At this time, the front and rear trains establish a coordinated relationship to achieve vehicle-to-vehicle coordination.

[0074] In addition, in the scenario where the front train is relatively stationary, the train-to-train coordination replans the speed curve according to the planned stop information T of the front train. The rear train operating in the section establishes a coordinated relationship with the front train that stops at the platform in front of the station; the front train passes the switch area laterally and estimates that the time it takes to pass through the rear of the train and leave the switch protection area is T, and the speed curve is replanned accordingly. The rear train operating in the section establishes a coordinated relationship with the front train that is passing the switch.

[0075] Scenario: The front train and the rear train operate dynamically in coordination with each other.

[0076] In the following scenario, the front of the train enters the coordinated influence range of the front train, the train-to-train communication establishes a coordinated association, and the front train and the rear train reach a coordinated operation relationship. The rear train follows the speed curve replanned after coordination, maintains a relatively reasonable safety distance and a relatively stable operating speed with the front train.

[0077] Scenario: Cancel vehicle-to-vehicle coordinated operation.

[0078] The current train speed gradually increases and gradually moves away from the rear train. The rear train calculates the coordinated influence range of the front train in real time. The current train gradually moves away and the front position of the train completely exits the coordinated influence range of the front train, then the front train and the rear train release the coordinated association relationship.

[0079] Scenario: Vehicle-to-vehicle collaboration with time prediction information

[0080] According to the predicted time information of the front train, the rear train is informed through train-to-train communication. The rear train adjusts the braking acceleration and the speed curve of the rear train according to the predicted time, so that the train can follow it and run smoothly, and try to avoid stopping in the section;

[0081] Scenario: The front train stops at the preceding platform, and the rear train runs in the interval. According to the planned departure time of the front train, the running curve of the rear train is adjusted, and the rear train follows the front train to enter the station.

[0082] The front train stops at the station with a delay, while the rear train runs in the section. The delayed departure of the front train affects the entry of the rear train into the station. To avoid stopping in the section, the departure time of the front train is communicated through train-to-train communication, and the speed curve of the rear train is appropriately adjusted so that the front train departs and the rear train follows it and enters the station smoothly.

[0083] Scenario: The front train passes the turnout sideways, and the rear train follows behind it. The running curve of the rear train is adjusted according to the predicted passing time of the front train.

[0084] The front train passes the switch slowly and the rear train approaches. To avoid the rear train stopping in the section, the front train's time to pass the switch is predicted and notified to the rear train through train-to-train communication. The rear train replans the speed curve so that after the front train clears the switch area, the rear train applies for resources to pass the switch, and tries to avoid abnormal stops before the switch.

[0085] The patent of this invention lists specific examples of operating scenarios, and makes detailed considerations for the implementation methods under the application scenarios, from the dynamic coordinated operation of trains in the section, the front train stops at the station and the rear train follows it into the station, the front train passes the switch and the rear train follows it. Among them, the smooth operation of the section is taken into consideration, the abnormal parking of the section is avoided, and factors such as energy-saving operation and passenger comfort are considered. The correlation between the operations of the front train and the rear train under the influence of the operation of the front train and the rear train is carefully considered and fully defined for the decision. And through in-depth analysis of specific solutions and automatic speed control principles, the solution is implemented.

[0086] In addition, the patent of the present invention automatically adjusts the train speed based on the real-time information of the vehicle-to-vehicle communication, which is a real-time interaction in a moving state. Under this real-time dynamic information interaction, the operation of the rear train has more autonomy, and dynamically adjusts its own operation in real time according to the operation information of the front train, so that the rear train can pass the operation status of the front train and adjust its own operation in real time to achieve the linkage and coordination of the operation of the front and rear trains.

[0087] Through the planning time, the vehicle-to-vehicle coordination scenario with time prediction information of the front train and the rear train has a certain degree of predictability. The rear train will adjust its current operation according to the specific predicted time of the front train to achieve a balance between efficiency and energy saving. On the basis of the foreseeable operation of the front train, the speed curve of the rear train is appropriately adjusted. The remaining time of the front train leaving the target point is used to estimate the speed curve planning of the current train under the time required to run to the target point, so that the train can enhance its operating capacity after adjusting according to the predicted time of the front train. This also reflects the rational planning of train operation, and the operation of the current train is adjusted in real time through the prediction of the front train. In order to achieve the goal of smooth and energy-saving operation.

[0088] The present application provides a method for coordinated management of trains, which associates a front train and a rear train, wherein the front train and the rear train communicate with each other, and the rear train obtains the position information and speed information of the front train during the communication, so as to control the running speed of the rear train based on the position information and speed information of the front train. If the rear train is within the coordinated influence range of the front train, the distance control and speed control between the rear train and the front train are triggered, so as to facilitate autonomous control of the rear train relative to the front train. The rear train is within the safety range of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train. Information is exchanged based on the communication between the front train and the rear train, and the adjustment between the rear train and the front train is triggered, thereby ensuring spontaneous coordinated control between the rear train and the front train and improving the rationality of control of the rear train and the front train.

[0089] The present application can be used in many general or special electronic system environments or configurations. For example: personal electronics, server electronics, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, small electronics, large electronics, distributed computing environments including any of the above systems or devices, etc. The present application can be described in the general context of electronic executable instructions executed by electronics, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. The present application can also be practiced in distributed computing environments, in which tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules can be located in local and remote electronic storage media including storage devices.

[0090] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing related hardware through electronically readable instructions, and the electronically readable instructions can be stored in an electronically readable storage medium. When the electronically readable instructions are executed, they can include the processes of the embodiments of the above-mentioned methods. The aforementioned storage medium can be a non-volatile storage medium such as a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM).

[0091] It should be understood that, although the steps in the flowchart of the accompanying drawings are displayed in sequence as indicated by the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least a part of the steps in the flowchart of the accompanying drawings may include multiple sub-steps or multiple stages, and these sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be executed in turn or alternately with other steps or at least a part of the sub-steps or stages of other steps.

[0092] Embodiment 2

[0093] Further references Figure 7 , as a response to the above Figure 1 The present application provides an embodiment of a train collaborative management system, and the device embodiment is similar to Figure 1 Corresponding to the method embodiment shown, the device can be specifically applied to various electronic devices.

[0094] like Figure 7As shown, the train collaborative management system of this embodiment includes:

[0095] An association module 210 is used to associate a front train with a rear train, so that the front train and the rear train can communicate with each other;

[0096] An acquisition module 220 is used for the rear train to acquire the position information and speed information of the front train and calculate the coordinated influence range of the front train;

[0097] A control module 230 is used to trigger distance control and speed control between the rear train and the front train if the rear train is within the coordinated influence range of the front train;

[0098] A coordination module 240 is used to adjust the speed of the rear train to coordinate with the speed of the front train when the rear train is within the safety range of the front train;

[0099] The interaction module 250 is used to perform information interaction based on the communication between the front train and the rear train, and trigger the adjustment between the rear train and the front train.

[0100] To solve the above technical problems, the present application also provides an electronic device. Figure 8 , Figure 8 This is a basic structural block diagram of the electronic device of this embodiment.

[0101] The electronic device 400 includes a memory 310, a processor 320, and a network interface 340 that are interconnected and communicated through a system bus. It should be noted that the figure only shows an electronic device 400 having components 310-340, but it should be understood that it is not required to implement all the components shown, and more or fewer components can be implemented instead. Among them, those skilled in the art can understand that the electronic device here is a device that can automatically perform numerical calculations and / or information processing according to pre-set or stored instructions, and its hardware includes but is not limited to microprocessors, application specific integrated circuits (Application Specific Integrated Circuit, ASIC), programmable gate arrays (Field-Programmable Gate Array, FPGA), digital processors (Digital Signal Processor, DSP), embedded devices, etc.

[0102] The electronic device may be a computing device such as a desktop computer, a notebook, a PDA, a cloud server, etc. The electronic device may interact with a user through a keyboard, a mouse, a remote controller, a touch pad, or a voice control device.

[0103] The memory 310 includes at least one type of readable storage medium, and the readable storage medium includes flash memory, hard disk, multimedia card, card-type memory (for example, SD or DX memory, etc.), random access memory (RAM), static random access memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), magnetic memory, disk, optical disk, etc. In some embodiments, the memory 310 can be an internal storage unit of the electronic device 400, such as a hard disk or memory of the electronic device 400. In other embodiments, the memory 310 can also be an external storage device of the electronic device 400, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the electronic device 400. Of course, the memory 310 can also include both the internal storage unit of the electronic device 400 and its external storage device. In this embodiment, the memory 310 is generally used to store the operating system and various application software installed on the electronic device 400, such as the electronic readable instructions of the train collaborative management method, etc. In addition, the memory 310 may also be used to temporarily store various types of data that have been output or are to be output.

[0104] The processor 320 may be a central processing unit (CPU), a controller, a microcontroller, a microprocessor, or other data processing chips in some embodiments. The processor 320 is generally used to control the overall operation of the electronic device 400. In this embodiment, the processor 320 is used to run the electronically readable instructions or process data stored in the memory 310, such as running the electronically readable instructions of the train collaborative management method.

[0105] The network interface 340 may include a wireless network interface or a wired network interface. The network interface 340 is generally used to establish a communication connection between the electronic device 400 and other electronic devices.

[0106] The present application also provides another embodiment, namely, providing an electronically readable storage medium, which stores electronically readable instructions, and the electronically readable instructions can be executed by at least one processor to enable the at least one processor to perform the steps of the train collaborative management method as described above.

[0107] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, electronic, server, air conditioner, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0108] Obviously, the embodiments described above are only some embodiments of the present application, rather than all embodiments. The preferred embodiments of the present application are given in the accompanying drawings, but they do not limit the patent scope of the present application. The present application can be implemented in many different forms. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present application more thorough and comprehensive. Although the present application is described in detail with reference to the aforementioned embodiments, for those skilled in the art, it is still possible to modify the technical solutions recorded in the aforementioned specific implementation methods, or to perform equivalent replacement of some of the technical features therein. Any equivalent structure made using the contents of the specification and drawings of this application, directly or indirectly used in other related technical fields, is similarly within the scope of patent protection of this application.

Claims

1. A train collaborative management method, characterized in that: include: Associating the front train with the rear train, and communicating between the front train and the rear train; The rear train obtains the position information and speed information of the front train and calculates the coordinated influence range of the front train; If the rear train is within the coordinated influence range of the front train, the distance control and speed control between the rear train and the front train will be triggered; The rear train is within the safety range of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train; Information is exchanged based on the communication between the front train and the rear train, and adjustments are triggered between the rear train and the front train; The rear train acquires the position information and speed information of the front train and calculates the coordinated influence range of the front train, including: the rear train acquires the position information and speed information of the front train; marks the position information and speed information of the front train and uses them as reference factors; calculates the coordinated influence range of the rear train relative to the front train based on the reference factors; D Impact range 1: In reverse order from the boundary stop point of the rear train movement authorization, it is considered that the rear train should maintain the safe braking distance with the front train at the full common braking rate to reach the end point of the movement authorization and reduce the speed to zero, and maintain coordination with the front train at the target speed point; D influence range 2: from the current speed v of the rear train t0 , with the maximum Jerk rate of 0.75, the current speed of the train v t0 The minimum distance to change the reference speed of the target point of the rear train, where the reference speed of the target point of the rear train is V the current speed of the front train; The influence range of the front train is calculated according to the automatic speed control ASC algorithm formula. The initial speed of the rear train is known and the calculation is performed in stages as follows: Phase 1: The current time t0 command speed delay accel_delay, vehicle reaction speed delay phase; The response delay (t1-t0) is a clear parameter accel_delay, and the acceleration remains unchanged during this time period; Phase 2: Acceleration changes from positive value a t0 Down to stage 0; The acceleration is a t0 becomes 0, j(t) = jerk_rate is a constant; Stage 3: The time during which the acceleration is kept at 0, the value is a minimum parameter value, and Dead_time is a setting parameter; Phase 4: Acceleration changes from 0 to tangent service_decel The full service braking rate is a constant; Phase 5: Use full braking rate acceleration to reduce the speed to 0. The acceleration is a constant during this process. service_decel ; D synergistic influence range = D influence range 1 + D influence range 2; If the rear train is within the coordinated influence range of the front train, the distance control and speed control between the rear train and the front train are triggered, including: calculating the coordinated influence range of the rear train relative to the front train; if the rear train is within the coordinated influence range of the front train, obtaining the running curve of the rear train relative to the front train; smoothing the running curve, and triggering the distance control and speed control between the rear train and the front train, at this time, the rear train performs distance control and speed control based on the running curve; The rear train is within the safety range of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train, including: the rear train is within the safety range of the front train, and the rear train performs spontaneous coordinated control relative to the front train; maintains the safety range between the rear train and the front train; the speed of the rear train is coordinated and controlled according to the speed of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train.

2. The train collaborative management method according to claim 1, characterized in that: The associating the front train and the rear train, and the communicating between the front train and the rear train, comprises: Get the front train and the back train, and associate the front train and the back train; Communication between the front and rear trains; Information is exchanged based on communication between the front train and the rear train, and train information is exchanged periodically in real time.

3. The train collaborative management method according to claim 2, characterized in that: The information interaction based on the communication between the front train and the rear train to trigger the adjustment between the rear train and the front train includes: Information exchange based on communication between the front train and the rear train; The adjustment between the rear train and the front train is triggered according to the interaction information between the front train and the rear train.

4. The train collaborative management method according to claim 3, characterized in that: The train collaborative management method further includes: The front train is operating at an abnormally low speed, and the rear train is gradually approaching the front train. Affected by the operation of the front train, the front train and the rear train can predict and slow down smoothly in advance through information interaction between the front train and the rear train. The running curve is re-planned according to the real-time operation of the front train, and the rear train gradually maintains a coordinated speed with the front train, avoiding section stops and maintaining smooth coordinated operation of the rear train and the front train; The rear train takes the speed of the front train as the target speed and keeps a relative distance from the front train, and the rear train and the front train coordinate to maintain stability within the braking distance range.

5. A train collaborative management system, characterized in that: include: An association module, used to associate the front train with the rear train, and to communicate between the front train and the rear train; An acquisition module is used for the rear train to acquire the position information and speed information of the front train and calculate the coordinated influence range of the front train; A control module, used to trigger distance control and speed control between the rear train and the front train if the rear train is within the coordinated influence range of the front train; A coordination module is used to adjust the speed of the rear train to coordinate with the speed of the front train when the rear train is within the safety range of the front train; An interaction module, used for information exchange based on the communication between the front train and the rear train, triggering the adjustment between the rear train and the front train; The rear train acquires the position information and speed information of the front train and calculates the coordinated influence range of the front train, including: the rear train acquires the position information and speed information of the front train; marks the position information and speed information of the front train and uses them as reference factors; calculates the coordinated influence range of the rear train relative to the front train based on the reference factors; D Impact range 1: In reverse order from the boundary stop point of the rear train movement authorization, it is considered that the rear train should maintain the safe braking distance with the front train at the full common braking rate to reach the end point of the movement authorization and reduce the speed to zero, and maintain coordination with the front train at the target speed point; D influence range 2: from the current speed v of the rear train t0 , with the maximum Jerk rate of 0.75, the current speed of the train v t0 The minimum distance to change the reference speed of the target point of the rear train, where the reference speed of the target point of the rear train is V the current speed of the front train; The influence range of the front train is calculated according to the automatic speed control ASC algorithm formula. The initial speed of the rear train is known and the calculation is performed in stages as follows: Phase 1: The current time t0 command speed delay accel_delay, vehicle reaction speed delay phase; The response delay (t1-t0) is a clear parameter accel_delay, and the acceleration remains unchanged during this time period; Phase 2: Acceleration changes from positive value a t0 Down to stage 0; The acceleration is a t0 becomes 0, j(t) = jerk_rate is a constant; Stage 3: The time during which the acceleration is kept at 0, the value is a minimum parameter value, and Dead_time is a setting parameter; Phase 4: Acceleration changes from 0 to tangent service_decel The full service braking rate is a constant; Phase 5: Use full braking rate acceleration to reduce the speed to 0. The acceleration is a constant during this process. service_decel ; D synergistic influence range = D influence range 1 + D influence range 2; If the rear train is within the coordinated influence range of the front train, the distance control and speed control between the rear train and the front train are triggered, including: calculating the coordinated influence range of the rear train relative to the front train; if the rear train is within the coordinated influence range of the front train, obtaining the running curve of the rear train relative to the front train; smoothing the running curve, and triggering the distance control and speed control between the rear train and the front train, at this time, the rear train performs distance control and speed control based on the running curve; The rear train is within the safety range of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train, including: the rear train is within the safety range of the front train, and the rear train performs spontaneous coordinated control relative to the front train; maintains the safety range between the rear train and the front train; the speed of the rear train is coordinated and controlled according to the speed of the front train, and the speed of the rear train is adjusted to be coordinated with the speed of the front train.

6. An electronic device, characterized in that: It comprises a memory and a processor, wherein the memory stores electronically readable instructions, and when the processor executes the electronically readable instructions, the steps of the train collaborative management method as described in any one of claims 1 to 4 are implemented.

7. An electronically readable storage medium, characterized in that: The electronically readable storage medium stores electronically readable instructions, which, when executed by a processor, implement the steps of the train collaborative management method as described in any one of claims 1 to 4.

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