A method and system for determining a co-linear operating path operating interval

Abstract

The method and system for determining the running interval of the co-linear running path according to the running curve information of the front vehicle and the rear vehicle in the co-linear path, determine the maximum value of the rear vehicle tracking time interval; obtain the position information of the current front vehicle and the rear vehicle, determine the predicted parking position information of the rear vehicle executing the emergency braking to the safe parking according to the current position and the running speed of the rear vehicle; compare the predicted parking position information with the current front vehicle position information to determine the time increment of the initial tracking interval; determine the tracking interval of the co-linear running path according to the initial tracking interval and the time increment; and further determine the running interval of the co-linear running path according to the maximum value among the tracking interval, the bifurcation point or the junction point interlocking control interval. Thus, the running interval under the co-linear running path can be accurately determined to effectively meet the data fast acquisition demand of the business decision such as the station distribution design, the allocated train number calculation, the running capacity tapping, the operation route optimization and the like.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a technology for determining the operating interval of co-linear operating paths. Background Technology

[0002] With the continuous improvement of urban rail transit networks, urban rail transit has gradually become the preferred mode of public transportation. For megacities, the daily passenger flow has exceeded ten million, and the contradiction between the ever-increasing peak passenger transport demand and the operating capacity of backbone lines is becoming increasingly prominent, putting enormous pressure on the comprehensive and continuous improvement of operation and service guarantee levels.

[0003] Therefore, in the early design of the line, how to scientifically carry out the design and calculation of the scale of the vehicle depot, the track layout of the station, and the number of trains assigned, so that the operation capacity of the train operation control system (hereinafter referred to as "train control system") after the line is built can better meet the passenger transport needs of the line; how to better utilize the operation capacity of the train control system under normal operating conditions during peak hours of the existing line to effectively alleviate passenger congestion and improve the level of operation and service; and how to make full use of the operation capacity of the train control system to achieve precise emergency response and operation organization and improve the level of operation support in the event of sudden large passenger flows, facility and equipment failures, and other abnormal conditions during peak hours of the existing line, are all technical challenges that the industry is constantly researching and improving. Summary of the Invention

[0004] One object of this application is to provide a method for determining the running interval of collinear running paths, wherein the method includes:

[0005] a. Based on the running curve information of the preceding and following vehicles on the collinear path, determine the maximum tracking time interval of the following vehicle on the collinear path, wherein the maximum tracking time interval of the following vehicle is the initial tracking interval time value.

[0006] b. Obtain the current position information of the vehicle in front and the vehicle behind, and determine the predicted parking position information of the vehicle behind to perform emergency braking to a safe stop based on the current position and speed of the vehicle behind.

[0007] c. Compare the predicted parking position information of the rear vehicle when it stops safely with the acquired current position information of the front vehicle to determine the time increment of the initial tracking interval;

[0008] d. Based on the initial tracking interval and the time increment, determine the tracking interval of the collinear running path.

[0009] According to another aspect of this application, this application provides a system for determining the operating interval of collinear operating paths, the system comprising at least:

[0010] An initial tracking interval determination device is used to determine the maximum tracking time interval of the following vehicle on the collinear path based on the running curve information of the preceding and following vehicles on the collinear path, wherein the maximum tracking time interval of the following vehicle is the initial tracking interval time value.

[0011] A device for determining the position of a preceding vehicle and the predicted parking position of a following vehicle is used to acquire the current position information of the preceding and following vehicles, and to determine the predicted parking position information of the following vehicle to ensure emergency braking to a safe stop based on the current position and speed of the following vehicle.

[0012] A time increment determination device is used to compare the predicted parking position information of the rear vehicle when it stops safely with the acquired current position information of the front vehicle, and determine the time increment of the initial tracking interval.

[0013] A tracking interval determining device is used to determine the tracking interval of the collinear running path based on the initial tracking interval time and the time increment.

[0014] The running interval determination device is used to obtain the interlocking control interval at the branching point and the interlocking control interval at the merging point of the collinear running path, and to determine the maximum value among the tracking interval, the interlocking control interval at the branching point, and the interlocking control interval at the merging point of the collinear running path as the running interval of the collinear running path.

[0015] According to another aspect of this application, this application provides a computer-readable storage medium storing a computer program that, when executed, can implement the method described above for determining the running interval of collinear running paths.

[0016] According to another aspect of this application, this application provides an electronic device that includes at least:

[0017] One or more processors;

[0018] Memory, which is used to store executable instructions;

[0019] The one or more processors are configured to implement the method described above for determining the running interval of collinear running paths via the executable instructions.

[0020] Compared with existing technologies, the method for determining the operating interval of a co-line operating path described in this application determines the maximum tracking time interval of the following train on the co-line path based on the operating curve information of the preceding and following trains on the co-line path; obtains the current position information of the preceding and following trains, and determines the predicted stopping position information of the following train to perform emergency braking to a safe stop based on the current position and speed of the following train; compares the predicted stopping position information of the following train to a safe stop with the obtained current position information of the preceding train to determine the time increment of the initial tracking interval; determines the tracking interval of the co-line operating path based on the initial tracking interval time and the time increment; and determines the maximum value among the tracking interval, the bifurcation point interlocking control interval, and the merging point interlocking control interval in the co-line operating path as the operating interval of the co-line operating path. This allows for accurate determination of the operating interval under a co-line operating path, effectively meeting the rapid data acquisition needs for business decisions such as station track layout design, precise calculation of the number of assigned trains, potential tapping of operating capacity, optimization of operational routes, and emergency fault handling. Attached Figure Description

[0021] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0022] Figure 1 A flowchart illustrating the method for determining the running interval of collinear running paths;

[0023] Figure 2 A schematic diagram illustrating the determination of the following vehicle's tracking time interval based on the running curves of the preceding and following vehicles;

[0024] Figure 3 A schematic diagram illustrating the time increment for determining the initial tracking interval;

[0025] Figure 4 A schematic diagram of the system structure for determining the operating interval of collinear operating paths.

[0026] The same or similar reference numerals in the accompanying drawings represent the same or similar parts. Detailed Implementation

[0027] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this application.

[0028] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the accompanying drawings are used to distinguish similar objects, and are not necessarily used to describe a specific sequence or order. It should be understood that the data used in this way may be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to such process, method, product or device.

[0029] Ref Figures 1 to 3 shown, according to one aspect of the present application, the present application provides a method for determining the operation interval of a collinear operation path, wherein the method comprises:

[0030] S1 Determine the maximum value of the following vehicle tracking time interval of the collinear path according to the operation curve information of the preceding vehicle and the following vehicle on the collinear path, wherein the maximum value of the following vehicle tracking time interval is the initial tracking interval time value;

[0031] Ref Figure 1 and Figure 2 shown, the maximum value of the following vehicle tracking time interval is the maximum value corresponding to the time interval values of the following vehicle tracking the preceding vehicle represented in the following vehicle tracking interval curve, wherein the following vehicle tracking interval curve is a curve formed by, under the condition that the preceding vehicle and the following vehicle have the same operation speed, according to the line position of the following vehicle in each calculation sampling period in the (front end) operation curve of the following vehicle and the corresponding line position of the front end of the preceding vehicle in the curve of the following vehicle safely stopping (to the front end of the preceding vehicle), then reading the operation time for the following vehicle to operate from the line position of the current calculation sampling period to the corresponding line position of the front end of the preceding vehicle in the (front end) operation curve of the following vehicle as the following vehicle tracking interval at the line position corresponding to the calculation sampling period, and then connecting all the calculation results.

[0032] Further, the initial tracking interval is the initial interval value for determining the operation interval of the collinear path, and the maximum value of the following vehicle tracking interval curve is selected to assume that the following vehicle can operate safely at the established operation speed without being interfered by the preceding vehicle.

[0033] S2 Acquire the current position information of the preceding vehicle and the following vehicle, and determine the predicted stop position information of the following vehicle for performing emergency braking to ensure a safe stop according to the current position of the following vehicle and its operation speed.

[0034] Specifically, when the vehicle ahead and the vehicle behind are running at the initial tracking interval, the position information of the vehicle ahead and the vehicle behind is obtained through the running curve information of the vehicle ahead and the vehicle behind. As an example and not a limitation, the position information of the vehicle ahead and the vehicle behind obtained here refers to the position of the front of the vehicle.

[0035] When determining the predicted stopping position of the following train to a safe stop by performing a guaranteed emergency braking, it is necessary to consider changes in environmental factors, track conditions, adhesion conditions, equipment failures, etc., such as the reduction of wheel-rail adhesion coefficient due to rain or snow, failure of some braking forces of the train, failure of the on-board host of the train control system, etc., which may lead to the position information of the guaranteed emergency braking distance on the running curve of the following train when the train uses the guaranteed emergency braking rate to stop.

[0036] S3 compares the predicted parking position information of the rear vehicle with the acquired current position information of the front vehicle to determine the time increment of the initial tracking interval.

[0037] Specifically, refer to Figure 3 As shown, the current position of the preceding vehicle is represented on the running curve of the following vehicle. The predicted safe stopping position of the following vehicle is calculated and compared with the current position of the preceding vehicle on the running curve of the following vehicle. According to the direction of train operation, the distance value is calculated. As an example and not a limitation, the calculation of the positions of the preceding and following vehicles is based on the position of their front end. Furthermore, according to the current running speed of the following vehicle, the time value required for the following vehicle to travel the corresponding distance value is calculated. The time value here is the time increment t' of the initial tracking interval.

[0038] S4 determines the tracking interval of the collinear running path based on the initial tracking interval time and the time increment.

[0039] Specifically, if the predicted safe stopping position of the following train is after the current position of the preceding train (i.e., farther from the starting point) along the direction of train operation, then the time increment t' is a positive number. That is, the tracking interval of the collinear running path is the initial tracking interval time plus the time increment value. This situation usually occurs when a fast train (following train) catches up with a slow train (leading train). Because the fast train runs faster and the slow train runs slower, the distance between the fast train and the slow train keeps shortening, which does not meet the distance requirement for the fast train to stop safely. Therefore, the initial tracking interval at the starting point of the collinear running path needs to be increased.

[0040] If, along the direction of train travel, the predicted safe stopping position of the following train is before the current position of the preceding train (i.e., closer to the starting point), then the time increment t' is negative. This means the tracking interval of the collinear travel path is the initial tracking interval plus the time increment. This situation typically occurs when a slower train (following train) catches up with a faster train (leading train). Because the slower train travels at a slower speed and the faster train travels at a faster speed, the distance between them continuously increases, exceeding the safe stopping distance requirement for the slower train. Therefore, the initial tracking interval at the starting point of the collinear travel path needs to be reduced.

[0041] Preferably, S1 includes:

[0042] S11 (not shown) divides the collinear path into multiple sampling position points, and determines the time interval information of the preceding and following vehicles passing through each sampling position point in turn based on the multiple sampling position point information corresponding to the running curve information of the preceding and following vehicles on the collinear path.

[0043] Specifically, the sampling points on the collinear path can be divided equally or by considering the path conditions, such as whether it is a station. The specific division method here is based on the ability to efficiently and accurately determine the time information of the preceding and following vehicles passing the same sampling point. There are no restrictions on the specific division method. Furthermore, the sampling points are represented on the running curves of the preceding and following vehicles on the collinear path, and the time interval information of the preceding and following vehicles passing each sampling point is determined by the time difference corresponding to the running curves.

[0044] S12 (not shown) determines the rear vehicle tracking interval curve of the collinear path based on the time interval information of each sampling location point, and determines the maximum value of the time interval in the rear vehicle tracking interval curve.

[0045] Specifically, the following vehicle tracking interval curve of the collinear path is formed by first calculating the time interval value corresponding to each sampling point, representing these values ​​through a coordinate system, and then linking all the calculation results to form a curve. The maximum value of the corresponding time interval is determined through the information of this curve.

[0046] Preferably, S11 further includes:

[0047] S111 (not shown) collects the time interval information of the preceding and following vehicles passing each sampling location point in succession multiple times, and determines the minimum time interval information among the multiple time interval information of passing each sampling location point;

[0048] Wherein, S12 includes:

[0049] Based on the minimum time interval information of each sampling location point, the rear vehicle tracking interval curve of the collinear path is determined, and the maximum value of the corresponding time interval in the rear vehicle tracking interval curve is determined.

[0050] This embodiment addresses the scenario where each sampling point has multiple time interval values ​​between the preceding and following vehicles. Specifically, the time interval information between the preceding and following vehicles at the same sampling point on the collinear path is collected and calculated multiple times. The minimum time interval value is determined to be the time interval between the preceding and following vehicles at that sampling point. These values ​​are represented using a coordinate system, and all calculation results are linked to form a curve. The maximum time interval value is then determined using the information from this curve.

[0051] Preferably, S11 includes:

[0052] S112 (not shown) divides the collinear path into multiple sampling location points and performs periodic sampling through a sampling period. When a sampling location point is not sampled, it is determined whether the sampling location point is the end point of the collinear path. If so, the information collected in the first sampling period to the right of the end point is used as the sampling information of the end point. If not, the information collected in the previous sampling period of the sampling location point is used as the information of the sampling location point.

[0053] S113 (not shown) determines the time interval information of the preceding and following vehicles passing through each sampling position in sequence based on the sampling position information of the preceding and following vehicles on the collinear path.

[0054] This embodiment addresses the scenario where information such as the time, position, and speed of preceding and following vehicles is obtained through periodic sampling. Specifically, when the starting point of the collinear path has not been periodically sampled for the corresponding preceding and following vehicle's position, speed, and time, the position, time, and speed information of the first periodically sampled preceding or following vehicle to the left of the starting point needs to be obtained; similarly, when the ending point of the collinear path has not been periodically sampled for the corresponding preceding or following vehicle's position, speed, and time, the position, time, and speed information of the first periodically sampled preceding or following vehicle to the right of the ending point (i.e., in the direction of train travel) needs to be obtained.

[0055] Preferably, the predicted parking location information also includes the length of the preceding vehicle, the rear envelope of the preceding vehicle, and the safety margin information of the following vehicle.

[0056] Specifically, the safe stopping position of the following vehicle (to the front of the preceding vehicle) is the position of the front vehicle's front end under the minimum safe distance between the following and preceding vehicles at different calculation sampling periods, based on the safe stopping position of the following vehicle (to the rear of the preceding vehicle), taking into account the rear envelope of the preceding vehicle, the length of the preceding vehicle, and the safety margin of the following vehicle.

[0057] Preferably, before S3, the following is also included:

[0058] S5 (not shown) represents the predicted parking position information of the rear vehicle and the current position information of the front vehicle in the running curve of the rear vehicle; specifically, refer to Figure 4 As shown, the current position of the preceding vehicle is represented on the running curve of the following vehicle. The predicted safe stopping position of the following vehicle is calculated and compared with the current position of the preceding vehicle on the running curve of the following vehicle. The distance value is calculated according to the direction of train operation. As an example and not a limitation, the calculation of the positions of the preceding and following vehicles is based on the position of their front end. Furthermore, according to the current running speed of the following vehicle, the time value required for the following vehicle to travel the corresponding distance is calculated. The time value here is the time increment of the initial tracking interval.

[0059] Wherein, S3 includes:

[0060] The predicted stopping position of the following vehicle, which is represented on the following vehicle's running curve, is compared with the current position information of the preceding vehicle to determine the time increment of the initial tracking interval.

[0061] Preferably, S5 includes:

[0062] S51 (not shown) collects the predicted parking position information of the following vehicle and the current position information of the preceding vehicle, as well as the corresponding periodic sampling point position information on the running curve of the following vehicle.

[0063] S52 (not shown) If the predicted parking position information of the following vehicle is not mapped to the corresponding periodic sampling point in the curve of the following vehicle, the position information corresponding to the next sampling period is taken as the predicted parking position information of the following vehicle.

[0064] S53 (not shown) If the current position information of the preceding vehicle is not mapped to the corresponding periodic sampling point in the curve of the following vehicle, the position information corresponding to the previous sampling period is taken as the current position information of the preceding vehicle.

[0065] Preferably, S3 includes:

[0066] S31 (not shown) When the predicted parking position information is greater than the current forward vehicle position obtained, calculate the distance between the predicted parking position of the rear vehicle and the current forward vehicle position.

[0067] S32 (not shown) determines the corresponding running time of the following vehicle based on the distance value and the running speed of the following vehicle, and uses the running time as the time increment of the initial tracking interval.

[0068] This embodiment primarily addresses the situation where, when the following vehicle is running at the initial tracking time interval, its predicted safe stopping position exceeds the current position of the preceding vehicle. In other words, the initial tracking interval is too short and needs to be increased. Specifically, the method for calculating the distance between the predicted stopping position of the following vehicle and the current position of the preceding vehicle should adopt a consistent standard, i.e., uniformly collecting the positions of the front and rear vehicle heads, and using these positions as the position information for the calculation.

[0069] Preferably, S3 includes:

[0070] S33 (not shown) When the predicted parking position information is less than the current forward vehicle position obtained, calculate the distance between the predicted parking position of the rear vehicle and the current forward vehicle position.

[0071] S34 (not shown) determines the corresponding running time of the following vehicle based on the distance value and the running speed of the following vehicle, and uses the running time as the time decrement of the initial tracking interval.

[0072] This embodiment primarily addresses the situation where, when the following vehicle is running at the initial tracking time interval, there is still a certain distance margin between the predicted safe stopping position of the following vehicle and the current position of the preceding vehicle. In other words, the initial tracking interval is too long and needs to be further reduced. Specifically, the method for calculating the distance between the predicted stopping position of the following vehicle and the current position of the preceding vehicle should adopt a consistent standard, that is, uniformly collecting the positions of the front and rear vehicle heads, and using these positions as the position information for the calculation.

[0073] Preferably, when the time increment includes multiple values, S4 includes:

[0074] S41 (not shown) determines the target time increment value among the plurality of time increment values;

[0075] S42 (not shown) determines the tracking interval of the collinear running path based on the initial tracking interval time and the target time increment.

[0076] This embodiment addresses the case where there are multiple time increment values, for example, by performing multiple sampling calculations to obtain multiple time increment values.

[0077] Preferably, S41 includes:

[0078] S411 (not shown): When the time increment value is positive, the maximum value among them is taken as the target time increment value; wherein, S42 includes:

[0079] The initial tracking interval plus the target time increment is the tracking interval for the collinear running path.

[0080] Specifically, if, along the train's direction of travel, the predicted safe stopping position of the following train is after the current position of the preceding train (i.e., farther from the starting point), then the time increment value is positive. This means the tracking interval of the collinear travel path is the initial tracking interval time plus the time increment value. This situation typically occurs when a faster train (following train) is chasing a slower train (leading train). Because the faster train travels faster and the slower train travels slower, the distance between them continuously shortens, failing to meet the distance requirement for the faster train's safe stopping. Therefore, the initial tracking interval at the starting point of the collinear travel path needs to be increased. In this case, the target time increment value is the maximum of several positive time increment values. The initial tracking interval time plus the target time increment is the tracking interval of the collinear travel path.

[0081] Preferably, S41 includes:

[0082] S412 (not shown) When the time increment value is negative, the value with the smallest absolute value is taken as the target time increment value; wherein, S42 includes:

[0083] The initial tracking interval minus the target time increment is the tracking interval of the collinear running path.

[0084] Specifically, if, along the train's direction of travel, the predicted safe stopping position of the following train is before the current position of the preceding train (i.e., closer to the starting point), then the time increment value is negative. This means the tracking interval of the collinear running path is the initial tracking interval time plus the time increment value. This situation typically occurs when a slower train (following train) is chasing a faster train (leading train). Because the slower train's speed is slower and the faster train's speed is faster, the distance between them continuously increases, exceeding the distance required for the slower train's safe stopping. Therefore, the initial tracking interval at the starting point of the collinear running path needs to be reduced. In this case, the target time increment value is the smallest absolute value among multiple negative time increment values. Subtracting the target time increment from the initial tracking interval time gives the tracking interval of the collinear running path.

[0085] Preferably, the method further includes:

[0086] S6 (not shown) obtains the interlocking control interval at the bifurcation point and the interlocking control interval at the merging point of the collinear running path, and determines the maximum value among the tracking interval, the interlocking control interval at the bifurcation point, and the interlocking control interval at the merging point of the collinear running path as the running interval of the collinear running path.

[0087] This embodiment is mainly directed to the situation of determining the operation interval of the common-line operation path after converging operation and before diverging operation. Specifically, for the common-line operation path after converging operation of trains with different speeds, the interlocking control interval at the starting point of the common-line operation path needs to be analyzed. The time interval for the following train from the interference point (the limit approaching point for interference-free operation) taking the switch protection signal or the boundary of the switch side protection area as the danger point to clearing the convergence point after the preceding train clears the convergence point, through switch rotation and movement authorization extension, is taken as the interlocking control interval at the starting point of the common-line operation path.

[0088] For the common-line operation path before diverging operation of trains with different speeds, the interlocking control interval at the end point of the common-line operation path needs to be analyzed. The time interval for the following train from the interference point taking the switch protection signal or the tail envelope of the preceding train as the danger point to clearing the divergence point after the preceding train clears the divergence point, through switch rotation and movement authorization extension, is taken as the interlocking control interval at the end point of the common-line operation path.

[0089] After obtaining the divergence point interlocking control interval and the convergence point interlocking control interval of the common-line operation path, a comparison is performed to determine the maximum value among the tracking interval, the divergence point interlocking control interval, and the convergence point interlocking control interval in the common-line operation path, which is taken as the operation interval of the common-line operation path.

[0090] Reference Figure 4 as shown, according to another aspect of the present application, a system 100 for determining the operation interval of a common-line operation path is further provided, wherein the system 100 at least comprises:

[0091] An initial tracking interval determining device 110, configured to determine the maximum value of the following train tracking time interval of the common line path according to the operation curve information of the preceding train and the following train on the common line path, wherein the maximum value of the following train tracking time interval is the initial tracking interval time value.

[0092] Specifically, the maximum value of the following train tracking time interval is the corresponding maximum value among the following train tracking time interval values for the following train to track the preceding train represented in the following train tracking interval curve. The following train tracking interval curve is a curve formed by linking all calculation results, which is obtained under the condition that the preceding train and the following train have the same operation speed, according to the line position of the following train in each calculation sampling period in the operation curve of the following train (train head), and the corresponding line position of the preceding train head in the curve of the following train safely stopping (to the preceding train head), then reading the operation time for the following train to operate from the line position of the current calculation sampling period to the corresponding line position of the preceding train head in the operation curve of the following train (train head), which is taken as the following train tracking interval at the line position corresponding to the calculation sampling period.

[0093] Further, the initial tracking interval is the initial interval value for determining the operation interval of the common line path, and the maximum value of the following train tracking interval curve is selected to assume that the following train can operate safely at the established operation speed without being interfered by the preceding train.

[0094] The following vehicle prediction parking position determination device 120 is used to acquire the current position information of the preceding and following vehicles, and determine the predicted parking position information of the following vehicle to ensure emergency braking to a safe stop based on the current position and speed of the following vehicle.

[0095] Specifically, when the vehicle ahead and the vehicle behind are running at the initial tracking interval, the position information of the vehicle ahead and the vehicle behind is obtained through the running curve information of the vehicle ahead and the vehicle behind. As an example and not a limitation, the position information of the vehicle ahead and the vehicle behind obtained here refers to the position of the front of the vehicle.

[0096] When determining the predicted stopping position of the following train to a safe stop by performing a guaranteed emergency braking, it is necessary to consider changes in environmental factors, track conditions, adhesion conditions, equipment failures, etc., such as the reduction of wheel-rail adhesion coefficient due to rain or snow, failure of some braking forces of the train, failure of the on-board host of the train control system, etc., which may lead to the position information of the guaranteed emergency braking distance on the running curve of the following train when the train uses the guaranteed emergency braking rate to stop.

[0097] The time increment determination device 130 is used to compare the predicted parking position information of the rear vehicle when it stops safely with the acquired current position information of the front vehicle, and determine the time increment of the initial tracking interval.

[0098] Specifically, the current position of the preceding vehicle is represented on the running curve of the following vehicle. The predicted safe stopping position of the following vehicle is calculated and compared with the current position of the preceding vehicle on the running curve of the following vehicle. The distance value is calculated according to the direction of train operation. As an example and not a limitation, the calculation of the positions of the preceding and following vehicles is based on the position of their front ends. Furthermore, based on the current running speed of the following vehicle, the time value required for the following vehicle to travel the corresponding distance is calculated. This time value is the time increment of the initial tracking interval.

[0099] The tracking interval determination device 140 is used to determine the tracking interval of the collinear running path based on the initial tracking interval time and the time increment.

[0100] Specifically, if the predicted safe stopping position of the following train is after the current position of the preceding train (i.e., farther from the starting point) along the direction of train operation, then the time increment value is positive. That is, the tracking interval of the collinear running path is the initial tracking interval time plus the time increment value. This situation usually occurs when a fast train (following train) catches up with a slow train (leading train). Because the fast train runs faster and the slow train runs slower, the distance between the fast train and the slow train keeps shortening, which does not meet the distance requirement for the fast train to stop safely. Therefore, the initial tracking interval at the starting point of the collinear running path needs to be increased.

[0101] If, along the direction of train travel, the predicted safe stopping position of the following train is before the current position of the preceding train (i.e., closer to the starting point), then the time increment value is negative. That is, the tracking interval of the collinear travel path is the initial tracking interval time plus the time increment value. This situation usually occurs when a slower train (following train) catches up with a faster train (leading train). Because the slower train travels at a slower speed and the faster train travels at a faster speed, the distance between the slower train and the faster train continues to increase, exceeding the distance requirement for the slower train to stop safely. Therefore, the initial tracking interval at the starting point of the collinear travel path needs to be reduced.

[0102] The running interval determination device 150 is used to obtain the interlocking control interval at the branching point and the interlocking control interval at the merging point of the collinear running path, and to determine the maximum value among the tracking interval, the interlocking control interval at the branching point, and the interlocking control interval at the merging point in the collinear running path as the running interval of the collinear running path.

[0103] Specifically, for the co-track running path after trains of different speeds merge, it is necessary to analyze the interlocking control interval at the starting point of the co-track running path. This interval considers the time interval from the point of interference (the extreme approach point for undisturbed operation) where the following train clears the merging point after the preceding train has passed through the turnout, the extension of the movement authorization, and the point of interference where the following train passes through the point of interference (the extreme approach point for undisturbed operation) where the turnout protection signal or the boundary of the turnout side protection area is the danger point, to the point of interference where the following train clears the merging point. This time interval is taken as the interlocking control interval at the starting point of the co-track running path.

[0104] For the shared running paths of trains at different speeds before branching, it is necessary to analyze the interlocking control interval at the end of the shared running path. This interval considers the time interval from the point of interference (with the turnout protection signal or the tail envelope of the preceding train as the danger point) to the point of clearing the branching point after the preceding train clears the branching point, through turnout rotation and extension of the authorization, and is taken as the interlocking control interval at the end of the shared running path.

[0105] After obtaining the interlocking control intervals at the bifurcation points and the interlocking control intervals at the merging points of the collinear running path, they are compared to determine the maximum value among the tracking interval, the interlocking control interval at the bifurcation point, and the interlocking control interval at the merging point in the collinear running path, which is then used as the running interval of the collinear running path.

[0106] This application also provides a computer-readable storage medium storing computer code that, when executed, performs the method described in any of the preceding claims.

[0107] This application also provides a computer program product that, when executed by a computer device, performs the method described in any of the preceding claims.

[0108] This application also provides a computer device, the computer device comprising:

[0109] One or more processors;

[0110] Memory, used to store one or more computer programs;

[0111] When the one or more computer programs are executed by the one or more processors, the one or more processors cause the one or more processors to perform the method as described in any of the preceding methods.

[0112] It should be noted that this application can be implemented in software and / or a combination of software and hardware, for example, using an application-specific integrated circuit (ASIC), a general-purpose computer, or any other similar hardware device. In one embodiment, the software program of this application can be executed by a processor to implement the steps or functions described above. Similarly, the software program of this application (including related data structures) can be stored in a computer-readable recording medium, such as RAM memory, magnetic or optical drives, floppy disks, and similar devices. Furthermore, some steps or functions of this application can be implemented in hardware, for example, as circuitry that cooperates with a processor to perform the various steps or functions.

[0113] Furthermore, a portion of this application can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to this application through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0114] Communication media include media through which communication signals containing, for example, computer-readable instructions, data structures, program modules, or other data are transmitted from one system to another. Communication media can include guided transmission media (such as cables and wires (e.g., optical fibers, coaxial cables, etc.)) and wireless (unguided transmission) media capable of propagating energy waves, such as sound, electromagnetic, RF, microwave, and infrared. Computer-readable instructions, data structures, program modules, or other data can be embodied as modulated data signals in, for example, wireless media (such as carrier waves or similar mechanisms embodied as part of spread spectrum technology). The term "modulated data signal" refers to a signal whose one or more characteristics are altered or set in a manner that encodes information in the signal. Modulation can be analog, digital, or a hybrid modulation technique.

[0115] By way of example and not limitation, computer-readable storage media may include volatile and non-volatile, removable and non-removable media implemented by any method or technique for storing information such as computer-readable instructions, data structures, program modules or other data. For example, computer-readable storage media include, but are not limited to, volatile memories such as random access memory (RAM, DRAM, SRAM); and non-volatile memories such as flash memory, various read-only memories (ROM, PROM, EPROM, EEPROM), magnetic and ferromagnetic / ferroelectric memories (MRAM, FeRAM); and magnetic and optical storage devices (hard disks, magnetic tapes, CDs, DVDs); or other media now known or hereafter developed capable of storing computer-readable information / data for use by a computer system.

[0116] Herein, one embodiment of this application includes an apparatus comprising a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the apparatus is triggered to run a method and / or technical solution based on the foregoing embodiments of this application.

[0117] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be embraced within this application. No reference numerals in the claims should be construed as limiting the scope of the claims. Furthermore, it is clear that the word "comprising" does not exclude other units or steps, and the singular does not exclude the plural. Multiple units or devices recited in the apparatus claims may also be implemented by a single unit or device in software or hardware. The terms "first," "second," etc., are used to indicate names and do not indicate any particular order.

Claims

1. A method for determining the running interval of collinear running paths, wherein, The method includes: a. Based on the running curve information of the preceding and following vehicles on the collinear path, determine the maximum tracking time interval of the following vehicle on the collinear path, wherein the maximum tracking time interval of the following vehicle is the initial tracking interval time value. b. Obtain the current position information of the vehicle in front and the vehicle behind, and determine the predicted parking position information of the vehicle behind to perform emergency braking to a safe stop based on the current position and speed of the vehicle behind. e represents the predicted parking position information of the rear vehicle and the current position information of the front vehicle in the running curve of the rear vehicle; The e includes: e1 collects the predicted parking position information of the following vehicle and the current position information of the preceding vehicle, as well as the corresponding periodic sampling point position information on the running curve of the following vehicle; e2 If the predicted parking position information of the following vehicle is not mapped to the corresponding periodic sampling point in the curve of the following vehicle, take the position information corresponding to the next sampling period as the predicted parking position information of the following vehicle. e3 If the current position information of the preceding vehicle is not mapped to the corresponding periodic sampling point in the curve of the following vehicle, the position information corresponding to the previous sampling period shall be taken as the current position information of the preceding vehicle; c. Compare the predicted parking position information of the rear vehicle when it stops safely with the acquired current position information of the front vehicle to determine the time increment of the initial tracking interval; The c also includes: The predicted safe stopping position of the following vehicle, represented on the following vehicle's running curve, is compared with the current position information of the preceding vehicle to determine the time increment of the initial tracking interval; c1 When the predicted parking position information is greater than the current position of the preceding vehicle, calculate the distance between the predicted parking position of the following vehicle and the current position of the preceding vehicle. c2 determines the corresponding running time of the following vehicle based on the distance value and the speed of the following vehicle, and uses the running time as the time increment of the initial tracking interval; c3 When the predicted parking position information is less than the current position of the preceding vehicle, calculate the distance between the predicted parking position of the following vehicle and the current position of the preceding vehicle. c4 determines the corresponding running time of the following vehicle based on the distance value and the speed of the following vehicle, and uses the running time as the time deduction of the initial tracking interval; d. Based on the initial tracking interval and the time increment, determine the tracking interval of the collinear running path.

2. The method according to claim 1, wherein, The a includes: a1 divides the collinear path into multiple sampling location points, and determines the time interval information of the preceding and following vehicles passing through each sampling location point in turn based on the multiple sampling location point information corresponding to the running curve information of the preceding and following vehicles on the collinear path. a2 determines the rear vehicle tracking interval curve of the collinear path based on the time interval information of each sampling location point, and determines the maximum value of the time interval in the rear vehicle tracking interval curve.

3. The method according to claim 2, wherein, The a1 also includes: a11 collects the time interval information of the preceding and following vehicles passing each sampling location point in succession multiple times, and determines the minimum time interval information among the multiple time interval information of passing each sampling location point; Wherein, a2 includes: Based on the minimum time interval information of each sampling location point, the rear vehicle tracking interval curve of the collinear path is determined, and the maximum value of the corresponding time interval in the rear vehicle tracking interval curve is determined.

4. The method according to claim 2, wherein, The a1 includes: a12 divides the collinear path into multiple sampling locations and performs periodic sampling through a sampling period. When a sampling location is not collected, it determines whether the sampling location is the end point of the collinear path. If so, the information collected in the first sampling period to the right of the endpoint shall be used as the sampling information of the endpoint; If not, the information collected in the previous sampling period of the sampling location point shall be used as the information of the sampling location point; a13 determines the time interval information of the preceding and following vehicles passing through each sampling position in sequence based on the sampling position information of the preceding and following vehicles on the collinear path.

5. The method according to claim 1, wherein, The predicted parking location information also includes the length of the vehicle in front, the rear envelope of the vehicle in front, and the safety margin of the vehicle behind.

6. The method according to claim 2, wherein, When the time increment includes multiple values, d includes: d1 determines the target time increment value among the plurality of time increment values; d2. Based on the initial tracking interval and the target time increment, determine the tracking interval of the collinear running path.

7. The method according to claim 6, wherein, The d1 includes: d11 When the time increment value is positive, the maximum value among them is taken as the target time increment value; Wherein, d2 includes: The initial tracking interval plus the target time increment is the tracking interval for the collinear running path.

8. The method according to claim 6, wherein, The d1 includes: d12 When the time increment value is negative, the value with the smallest absolute value is taken as the target time increment value; Wherein, d2 includes: The initial tracking interval minus the target time increment is the tracking interval of the collinear running path.

9. The method according to claim 1, wherein, The method further includes: f. Obtain the interlocking control interval at the bifurcation point and the interlocking control interval at the merging point of the collinear running path, and determine the maximum value among the tracking interval, the interlocking control interval at the bifurcation point, and the interlocking control interval at the merging point of the collinear running path as the running interval of the collinear running path.

10. A system for determining the running interval of collinear running paths, wherein, The system includes at least: An initial tracking interval determination device is used to determine the maximum tracking time interval of the following vehicle on the collinear path based on the running curve information of the preceding and following vehicles on the collinear path, wherein the maximum tracking time interval of the following vehicle is the initial tracking interval time value. A device for determining the position of a preceding vehicle and the predicted parking position of a following vehicle is used to acquire the current position information of the preceding and following vehicles, and to determine the predicted parking position information of the following vehicle to ensure emergency braking to a safe stop based on the current position and speed of the following vehicle. A position curve representation device is used to represent the predicted parking position information of the following vehicle and the current position information of the preceding vehicle in the running curve of the following vehicle; the position curve representation device is specifically used to: collect the position information of periodic sampling points corresponding to the predicted parking position information of the following vehicle and the current position information of the preceding vehicle on the running curve of the following vehicle; if the predicted parking position information of the following vehicle is not mapped to the corresponding periodic sampling point in the curve of the following vehicle, take the position information corresponding to the next sampling period as the predicted parking position information of the following vehicle; if the current position information of the preceding vehicle is not mapped to the corresponding periodic sampling point in the curve of the following vehicle, take the position information corresponding to the previous sampling period as the current position information of the preceding vehicle. A time increment / decrement determination device is used to compare the predicted parking position information of the following vehicle with the acquired current preceding vehicle position information to determine the time increment of the initial tracking interval. Specifically, the time increment / decrement determination device is used to: when the predicted parking position information is greater than the acquired current preceding vehicle position, calculate the distance between the predicted parking position of the following vehicle and the current preceding vehicle position; determine the corresponding following vehicle running time based on the distance value and the following vehicle's running speed, and use the running time as the time increment of the initial tracking interval; when the predicted parking position information is less than the acquired current preceding vehicle position, calculate the distance between the predicted parking position of the following vehicle and the current preceding vehicle position; determine the corresponding following vehicle running time based on the distance value and the following vehicle's running speed, and use the running time as the time decrement of the initial tracking interval. A tracking interval determining device is used to determine the tracking interval of the collinear running path based on the initial tracking interval time and the time increment or time decrement; The running interval determination device is used to obtain the interlocking control interval at the branching point and the interlocking control interval at the merging point of the collinear running path, and to determine the maximum value among the tracking interval, the interlocking control interval at the branching point, and the interlocking control interval at the merging point of the collinear running path as the running interval of the collinear running path.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, performs the method according to any one of claims 1 to 9.

12. An electronic device, characterized in that, The electronic device includes at least: One or more processors; Memory, which is used to store executable instructions; The one or more processors are configured to implement the method of any one of claims 1 to 9 via the executable instructions.

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