A method for fast coupling of train line intersections

Abstract

The application discloses a train line intersection fast coupling method, which is characterized in that: by comprehensively considering complex constraint conditions such as train speed level, throat area delay opening and train characteristics, taking fast coupling and high-speed coupling as the optimization target, and taking coupling constraint conditions as the terminal constraint, the speed curves of the front train and the rear train are planned, and when the trains are fast coupled, the delay opening of the throat area is fully considered, so that the trains are safely and fast coupled.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train curve planning, in particular to a train line intersection rapid coupling method. BACKGROUND

[0002] In recent years, with the development of China's economy and society, the population flow within cities and between cities and the freight transport volume have rapidly increased, which puts a great pressure on transportation. The existing road network is restricted by topography, economy and other factors when being improved and expanded. As a technology that fully utilizes the capacity of the line, virtual coupling has received extensive attention in recent years. The rapid coupling of trains at line intersections in virtual coupling technology is a key problem, but it is restricted by the opening situation of the bottleneck area. If the bottleneck area is delayed to open but the train still runs according to the normal opening situation, it may lead to serious safety accidents.

[0003] The existing research in the field of virtual coupling mostly focuses on the safe and smooth operation control of train groups in the scenario of no intersection line cruising, without considering the safety constraints brought by the coupling of trains at line intersections and the switching process of the bottleneck area on the coupling operation problem, and without proposing a rapid coupling scheme for virtual coupling train groups. Most of the existing research focuses on the case where the train group runs on a single line, without considering the case where trains from different lines pass through the bottleneck area and are rapidly coupled. SUMMARY

[0004] In view of the above deficiencies in the prior art, the present application provides a train line intersection rapid coupling method, which considers complex constraint conditions such as train speed level, delayed opening of the bottleneck area and train characteristics, takes rapid coupling and high-speed coupling as the optimization objectives, takes coupling constraints as the terminal constraints, plans the speed curves of the front train and the rear train, and fully considers the possible delayed opening of the bottleneck area when the trains are rapidly coupled, so as to realize safe and rapid coupling of trains.

[0005] In order to achieve the above-mentioned application purposes, the technical scheme adopted by the present application is as follows:

[0006] A train line intersection rapid coupling method, comprising the following steps:

[0007] S1, obtaining train data, line data and bottleneck area data at the current time;

[0008] S2, judging whether the bottleneck area is delayed to open according to the bottleneck area data at the current time and the bottleneck area data at the original time in step S1, and if yes, executing step S6; otherwise, executing step S3;

[0009] S3, performing curve planning on the front train and the rear train according to the train data, line data and bottleneck area data at the current time in step S1 to obtain a curve planning result;

[0010] S4, driving the train according to the curve planning result in step S3 and passing a control cycle, and acquiring train data, line data and throat area data at a current time again;

[0011] S5, judging whether the front train and the rear train reach coupling according to the train data, the line data and the throat area data at the current time acquired in step S4, and if yes, outputting a result of reaching coupling; otherwise, executing step S2;

[0012] S6, calculating a parking brake position of the rear train according to the train data, the line data and the throat area data at the current time in step S1, and judging whether the parking brake position of the rear train exceeds a safe parking position of the throat area, if yes, executing step S7; otherwise, executing step S3;

[0013] S7, acquiring train data, line data and throat area data at a throat area recovery time, and performing curve planning on the front train and the rear train to obtain a coupling position reached by the front train and the rear train, and judging whether the coupling position reached by the front train and the rear train at the throat area recovery time exceeds a set coupling position, if yes, executing step S8; otherwise, executing step S3;

[0014] S8, outputting a result of being unable to couple.

[0015] Further, the train data includes train traction characteristics, train braking characteristics, basic running resistance characteristics, dead weight and load, the line data includes line ramp data and speed limit data, and the throat area data includes throat area position, throat area opening time and throat area switching time.

[0016] Further, the method for judging whether the throat area is delayed in opening in step S2 is as follows:

[0017] comparing the throat area opening time at the current time with the throat area opening time at the original time in step S1, if the throat area opening time at the current time is greater than the throat area opening time at the original time, the throat area is delayed in opening, that is:

[0018] t new -t switch > 0

[0019] wherein t 1,i represents the throat area opening time at the current time, and t 2,i represents the throat area opening time at the original time.

[0020] Further, step S3 specifically includes:

[0021] S31, establishing a target function with the front train and the rear train reaching a coupling state as a target, that is:

[0022]

[0023] Where J represents the objective function established with the arrival coupling state of the preceding and following trains as the goal, N represents the total number of discrete intervals, and t 1,i Let t represent the travel time of the first train 1 within the i-th discrete interval. 2,i Let v represent the travel time of train 2 within the i-th discrete interval. 1,c v represents the speed of the preceding train 1 when it reaches the coupling state c. 2,c This indicates the speed of train 2 when it reaches coupling state c;

[0024] S32. Establish output power constraints for the preceding and following trains, namely:

[0025]

[0026] Among them, F 1,t,i Let F represent the traction force of the first train 1 within the i-th discrete interval. 1,tmax F represents the maximum traction force of the preceding train 1. 1,b,i Let F represent the braking force of the preceding train 1 within the i-th discrete interval. 1,bmax F represents the maximum braking force of the preceding train 1. 2,t,i F represents the traction force of train 2 within the i-th discrete interval. 2,tmax F represents the maximum traction force of the rear train 2. 2,b,i F represents the braking force of train 2 within the i-th discrete interval. 2,bmax This indicates the maximum braking force of the second train.

[0027] S33. Establish endpoint value constraints for the preceding and following trains, namely:

[0028]

[0029] Among them, s 1,1 This indicates that the position of the first discrete point of the first train 1 is optimized, v1(s) 1,1 () indicates the optimized starting speed of the preceding train 1, v 1,sta This indicates the optimal starting speed of the preceding train 1, F. 1,t (s 1,1 ) indicates the optimized starting traction force of the preceding train 1, F 1,tsta This indicates the optimized starting traction force of the input train 1, F. 1,d (s 1,1 ) indicates that the braking force of the preceding train 1 at the starting point has been optimized, F 1,dsta This indicates the input of the optimized starting braking force of the preceding train 1, s 2,1 This indicates that the position of the first discrete point of train 1 is optimized, v2(s)2,1 () indicates the optimized starting speed of train 2, v 2,sta This indicates the optimized starting speed of train 2 after input, F. 2,t (s 2,1 () indicates the optimized starting traction force of train 2, F 2,tsta This indicates the optimized starting traction force of train 2 after input, F. s,d (s 2,1 () indicates that the starting braking force of train 2 is optimized, F 2,dsta This indicates the input of the optimized starting braking force of train 2.

[0030] S34. Establish the state iteration equations for the preceding and following trains, namely:

[0031]

[0032] Among them, v 1,i+1 Let v represent the speed of the preceding train 1 at the (i+1)th discrete point. 1,i Let s represent the speed of the preceding train 1 at the i-th discrete point. 1,i W1(s) represents the position of the i-th discrete point optimized by the first train 1. 1,i ,v 1,i Let γi represent the running resistance of the preceding train 1 at the i-th discrete point, γ1 represent the slewing mass coefficient of the preceding train 1, M1 represent the mass of the preceding train 1, Δs represent the length of the discrete interval, and vi represent the rotational mass coefficient of the preceding train 1. 2,i+1 W2(s) represents the speed of train 2 following the i+1th discrete point. 2,i ,v 2,i ) represents the running resistance of train 2 at the i-th discrete point, s 2,i This indicates that train 2 optimizes the position of the i-th discrete point, v 2,i Let γi represent the speed of the next train 2 at the i-th discrete point, γ2 represent the slewing mass coefficient of the next train 2, and M2 represent the mass of the next train 2.

[0033] S35. Update the states of the front and rear trains using the state iteration equations of the front and rear trains in step S34, and seek a solution that satisfies the output power constraints of the front and rear trains in step S32 and the endpoint value constraints of the front and rear trains in step S33, while minimizing the objective function in step S31.

[0034]

[0035] Where minJ represents finding the minimum value of the objective function.

[0036] Furthermore, the method for determining whether the preceding and following trains have achieved coupling in step S5 is as follows:

[0037] If the absolute value of the speed difference between the preceding and following trains at the same position is less than or equal to the set coupling state speed difference limit, and the absolute value of the time difference between the preceding and following trains at the same position is less than or equal to the set coupling state time difference limit, then the preceding and following trains have reached the coupling state, that is:

[0038]

[0039] in, This indicates that the preceding train 1 is located at position s. c The speed at that point, This indicates that train 2 is located at position s. c The velocity at that point, Δv, represents the set velocity difference limit of the coupling state. Indicates the arrival position s of the preceding train 1. c The time spent together, Indicates the arrival position s of train 2. c The time at that point, Δt, represents the time difference limit of the set coupling state.

[0040] Furthermore, the method for calculating the braking position of the following train and determining whether the braking position of the following train exceeds the safe stopping position in the throat area in step S6 is as follows:

[0041] If the braking distance required by the following train is less than or equal to the position of the throat area minus the set safety margin, then the braking position of the following train has not exceeded the safe stopping position of the throat area, that is:

[0042]

[0043] Among them, s break v1 represents the braking distance required by the following train, v2 represents the current speed of the following train 2, and a represents the braking distance required by the following train 2. service This indicates the braking rate commonly used by the following train, s switch Indicates the location of the pharyngeal region, s m s1 represents the safety margin set, and s2 represents the current position of train 2.

[0044] The present invention has the following beneficial effects:

[0045] The present invention proposes a rapid coupling method at train line junctions. By comprehensively considering complex constraints such as train speed level, delayed opening of throat area, and train characteristics, the method aims to optimize rapid coupling and high-speed coupling, and uses coupling constraints as the final constraints. This method plans the speed curves of the preceding and following trains, and fully considers the possibility of delayed opening of throat area during rapid train coupling, thereby achieving safe and rapid train coupling. Attached Figure Description

[0046] Figure 1A flowchart of a train line intersection rapid coupling method according to the present application. DETAILED DESCRIPTION

[0047] The specific embodiments of the present application are described below to enable those skilled in the art to understand the present application, but it should be clear that the present application is not limited to the scope of the specific embodiments, and that all the inventions utilizing the concept of the present application are within the scope of protection as long as various changes are obvious to those skilled in the art within the spirit and scope of the present application as defined in the appended claims.

[0048] As shown in Figure 1 , a train line intersection rapid coupling method comprises the following steps:

[0049] S1, obtaining train data, line data and throat area data at the current time.

[0050] In an optional embodiment of the present application, the train data described in the present embodiment includes train traction characteristics, train braking characteristics, basic running resistance characteristics, dead weight and load, the line data includes line slope data and speed limit data, and the throat area data includes throat area position, throat area opening time and throat area switching time. The throat area in the present embodiment specifically refers to a piece of area covering a turnout and the line near the turnout.

[0051] S2, judging whether the throat area is delayed in opening according to the throat area data at the current time and the throat area data at the scheduled time in step S1, and if yes, executing step S6; otherwise, executing step S3.

[0052] The method for judging whether the throat area is delayed in opening in step S2 is as follows:

[0053] Comparing the throat area opening time at the current time with the throat area opening time at the scheduled time in step S1, and if the throat area opening time at the current time is greater than the throat area opening time at the scheduled time, the throat area is delayed in opening, i.e.

[0054] t new -t switch > 0

[0055] Wherein, t new represents the throat area opening time at the current time, and t switch represents the throat area opening time at the scheduled time.

[0056] The throat area in the embodiment specifically refers to a region covering a turnout and a piece of line near the turnout. If the throat area is delayed to open, i.e., the turnout is not switched to the position of the rear train line normally, the train will derail and an accident will occur if the train does not stop but continues to run. Therefore, in the embodiment, the running state of the train is arranged according to whether the throat area is delayed to open.

[0057] S3, curve planning is performed on the front train and the rear train according to the train data, the line data and the throat area data at the current time in step S1, and a curve planning result is obtained.

[0058] In the embodiment, curve planning is performed on the front train and the rear train according to the train data, the line data and the throat area data at the current time in step S1. The specific process of the curve planning is to sequentially establish a target function, establish the output power of the front train and the rear train, establish the endpoint value constraint of the front train and the rear train, establish the state iteration equation of the front train and the rear train, finally update the state of the front train and the rear train by using the state iteration equation of the front train and the rear train, and seek a solution that satisfies the output power of the front train and the rear train and the endpoint value constraint of the front train and the rear train, so as to minimize the target function, i.e., the result of the curve optimization.

[0059] Step S3 specifically includes:

[0060] S31, a target function is established with the arrival of the front train and the rear train at a coupling state as a target, i.e.,

[0061]

[0062] Wherein, J represents the target function established with the arrival of the front train and the rear train at a coupling state as a target, N represents the total number of discrete intervals, t 1,i represents the running time of the front train 1 in the i th discrete interval, t 2,i represents the running time of the rear train 2 in the i th discrete interval, v 1,c represents the speed of the front train 1 when arriving at the coupling state c, v 2,c represents the speed of the rear train 2 when arriving at the coupling state c.

[0063] The purpose of establishing the target function in the embodiment is to enable the front train and the rear train to be coupled quickly and at a high speed.

[0064] S32, the output power constraint of the front train and the rear train is established, i.e.,

[0065]

[0066] Wherein, F 1,t,i represents the traction of the front train 1 in the i th discrete interval, F 1,tmax represents the maximum traction of the front train 1, F1,b,i represents the braking force of the front train 1 in the i-th discrete interval, F 1,bmax represents the maximum braking force of the front train 1, F 2,t,i represents the traction force of the rear train 2 in the i-th discrete interval, F 2,tmax represents the maximum traction force of the rear train 2, F 2,b,i represents the braking force of the rear train 2 in the i-th discrete interval, F 2,bmax represents the maximum braking force of the rear train 2.

[0067] S33, the end point value constraints of the front train and the rear train are established, that is:

[0068]

[0069] wherein s 1,1 represents the position of the first discrete point optimized by the front train 1, v1(s 1,1 ) represents the start speed of the optimized operation of the front train 1, v 1,sta represents the input start speed of the optimized operation of the front train 1, F 1,t (s 1,1 ) represents the start traction force of the optimized operation of the front train 1, F 1,tsta represents the input start traction force of the optimized operation of the front train 1, F 1,d (s 1,1 ) represents the start braking force of the optimized operation of the front train 1, F 1,dsta represents the input start braking force of the optimized operation of the front train 1, s 2,1 represents the position of the first discrete point optimized by the rear train 1, v2(s 2,1 ) represents the start speed of the optimized operation of the rear train 2, v 2,sta represents the input start speed of the optimized operation of the rear train 2, F 2,t (s 2,1 ) represents the start traction force of the optimized operation of the rear train 2, F 2,tsta represents the input start traction force of the optimized operation of the rear train 2, F s,d (s 2,1 ) represents the start braking force of the optimized operation of the rear train 2, F 2,dsta represents the input start braking force of the optimized operation of the rear train 2.

[0070] In this embodiment, the output power constraints and the end point value constraints of the front train and the rear train established are taken as terminal constraints, so as to plan the speed curves of the front train and the rear train.

[0071] S34, the state iteration equations of the front train and the rear train are established, that is:

[0072]

[0073] wherein v 1,i+1vi+1 represents the speed of the front train 1 at the i+1th discrete point 1,i vi represents the speed of the front train 1 at the ith discrete point 1,i Wi(s,vi) represents the position of the front train 1 at the ith discrete point optimized 1,i vi+1 represents the speed of the front train 1 at the i+1th discrete point 1,i vi+1 represents the speed of the front train 1 at the i+1th discrete point 2,i+1 vi+1 represents the speed of the front train 1 at the i+1th discrete point 2,i vi+1 represents the speed of the front train 1 at the i+1th discrete point 2,i vi+1 represents the speed of the front train 1 at the i+1th discrete point 2,i vi+1 represents the speed of the front train 1 at the i+1th discrete point 2,i vi+1 represents the speed of the front train 1 at the i+1th discrete point

[0074] S35, updating the states of the front train and the rear train by using the state iteration equations of the front train and the rear train in step S34, and seeking a solution satisfying the output power constraints of the front train and the rear train in step S32 and the end value constraints of the front train and the rear train in step S33 and minimizing the objective function in step S31, i.e.

[0075]

[0076] wherein min J represents the minimum value of the objective function.

[0077] S4, according to the curve planning result in step S3, the train travels through a control period, and the train data, the line data and the throat area data at the current time are obtained again.

[0078] In the embodiment, the control period is the time length of each control, which is artificially selected. In actual application, many situations may cause the train to not travel according to the curve planning result, so the train data, the line data and the throat area data need to be updated regularly, and the curve planning is performed again based on the data.

[0079] S5, according to the train data, the line data and the throat area data at the current time obtained in step S4, it is judged whether the front train and the rear train reach coupling, if yes, the result of reaching coupling is output; otherwise, step S2 is performed.

[0080] The method for judging whether the front train and the rear train reach coupling in step S5 is as follows:

[0081] If the absolute value of the speed difference between the preceding and following trains at the same position is less than or equal to the set coupling state speed difference limit, and the absolute value of the time difference between the preceding and following trains at the same position is less than or equal to the set coupling state time difference limit, then the preceding and following trains have reached the coupling state, that is:

[0082]

[0083] in, This indicates that the preceding train 1 is located at position s. c The speed at that point, This indicates that train 2 is located at position s. c The velocity at that point, Δv, represents the set velocity difference limit of the coupling state. Indicates the arrival position s of the preceding train 1. c The time spent together, Indicates the arrival position s of train 2. c The time at that point, Δt, represents the time difference limit of the set coupling state.

[0084] S6. Calculate the braking position of the following train based on the train data, track data and throat area data at the current time in step S1, and determine whether the braking position of the following train exceeds the safe stopping position of the throat area. If so, proceed to step S7; otherwise, proceed to step S3.

[0085] In this embodiment, it is necessary to determine whether the train should stop. If it is known in step S2 that the throat area will open with a delay, the following train can be slowed down to avoid the accident caused by the train stopping.

[0086] The method for calculating the braking position of the following train and determining whether the braking position of the following train exceeds the safe stopping position in the throat area in step S6 is as follows:

[0087] If the braking distance required by the following train is less than or equal to the position of the throat area minus the set safety margin, then the braking position of the following train has not exceeded the safe stopping position of the throat area, that is:

[0088]

[0089] Among them, s break v1 represents the braking distance required by the following train, v2 represents the current speed of the following train 2, and a represents the braking distance required by the following train 2. service This indicates the braking rate commonly used by the following train, s switch Indicates the location of the pharyngeal region, s m s1 represents the safety margin set, and s2 represents the current position of train 2.

[0090] S7, acquire train data, line data and throat area data at the throat area recovery time, and perform curve planning on the front train and the rear train to obtain the coupling positions of the front train and the rear train, and determine whether the front train and the rear train reach the coupling positions before the throat area recovery time exceeds the set coupling position, if yes, execute step S8; otherwise, execute step S3.

[0091] In this embodiment, the curve planning is performed according to the front train and rear train data acquired at the throat area recovery time, and the result of the curve planning is obtained. Since the coupling state constraint is the terminal constraint of the curve planning problem, the end point of the curve planning result must reach the coupling state, and thus the kilometer mark of the end point state of the curve planning result is the coupling position.

[0092] S8, output the uncoupling result.

[0093] The principles and implementation manners of the present application are described in the embodiments, and the above embodiment descriptions are only used to help understand the method of the present application and its core idea; meanwhile, for those skilled in the art, according to the idea of the present application, the specific implementation manners and application ranges can be changed, and the above descriptions should not be understood as limitations of the present application.

[0094] Those skilled in the art will understand that the embodiments described herein are used to help the reader understand the principles of the present application, and should be understood as the protection scope of the present application not being limited to such specific descriptions and embodiments. Those skilled in the art can make various other specific modifications and combinations according to the technical inspirations disclosed in the present application without departing from the essence of the present application, and these modifications and combinations still fall within the protection scope of the present application.

Claims

1. A method for rapid coupling at train line intersections, characterized in that, Includes the following steps: S1. Obtain the current train data, line data, and throat area data; S2. Based on the throat region data at the current time and the throat region data at the original time in step S1, determine whether there is a delay in opening the throat region. If so, proceed to step S6; otherwise, proceed to step S3. S3. Based on the train data, line data and throat area data at the current time in step S1, perform curve planning for the preceding and following trains to obtain the curve planning result. S4. Based on the curve planning results in step S3, the train will travel and pass through one control cycle, and the train data, track data and throat area data at the current moment will be obtained again. S5. Based on the train data, line data and throat area data obtained in step S4, determine whether the preceding train and the following train have achieved coupling. If so, output the result of achieving coupling. Otherwise, proceed to step S2; S6. Calculate the braking position of the next train based on the train data, track data and throat area data at the current time in step S1, and determine whether the braking position of the next train exceeds the safe stopping position of the throat area. If so, proceed to step S7. Otherwise, proceed to step S3; S7. Obtain train data, line data and throat area data at the throat area recovery time, and perform curve planning for the preceding and following trains to obtain the coupling positions of the preceding and following trains. Determine whether the coupling positions of the preceding and following trains at the throat area recovery time exceed the set coupling positions. If so, proceed to step S8. Otherwise, proceed to step S3; S8, the output results cannot be coupled.

2. The rapid coupling method at the intersection of train lines according to claim 1, characterized in that, The train data includes train traction characteristics, train braking characteristics, basic running resistance characteristics, tare weight, and load. The track data includes track gradient data and speed limit data. The throat area data includes throat area location, throat area opening time, and throat area switching time.

3. The rapid coupling method at the intersection of train lines according to claim 2, characterized in that, The method for determining whether there is delayed opening in the pharyngeal region in step S2 is as follows: Compare the current throat opening time in step S1 with the originally scheduled throat opening time. If the current throat opening time is longer than the originally scheduled throat opening time, then the throat opening is delayed. in, This indicates the current opening time of the throat area. This indicates the scheduled opening time of the throat area.

4. The rapid coupling method at the intersection of train lines according to claim 1, characterized in that, Step S3 specifically includes: S31. Establish an objective function with the arrival and coupling states of the preceding and following trains as the objective, namely: in, This represents the objective function established with the arrival and coupling states of the preceding and following trains as the goal. Indicates the total number of discrete intervals. Indicates the first The train within each discrete interval runtime Indicates the first Within a discrete interval, the train runtime Indicates the preceding train Reaching the coupling state The speed of time, Indicates the following train Reaching the coupling state The speed at that time; S32. Establish output power constraints for the preceding and following trains, namely: in, Indicates the first The train within each discrete interval traction force, Indicates the preceding train Maximum traction force Indicates the first The train within each discrete interval Braking force, Indicates the preceding train Maximum braking force, Indicates the first Within a discrete interval, the train traction force, Indicates the following train Maximum traction force Indicates the first Within a discrete interval, the train Braking force, Indicates the following train Maximum braking force; S33. Establish endpoint value constraints for the preceding and following trains, namely: in, Indicates the preceding train Optimize the first The position of a discrete point. Indicates the preceding train Optimize the starting speed of the process. Indicates the input of the previous train Optimize starting speed Indicates the preceding train Optimize starting traction. Indicates the input of the previous train Optimize starting traction. Indicates the preceding train Optimize starting braking force, Indicates the input of the previous train Optimize starting braking force, Indicates the following train Optimize the first The position of a discrete point. Indicates the following train Optimize the starting speed of the process. Indicates the input of the next train Optimize starting speed Indicates the following train Optimize starting traction. Indicates the input of the next train Optimize starting traction. Indicates the following train Optimize starting braking force, Indicates the input of the next train Optimize starting braking force; S34. Establish the state iteration equations for the preceding and following trains, namely: in, Indicates the first The train at each discrete point speed, Indicates the first The train at each discrete point speed, Indicates the preceding train Optimize the first The position of a discrete point. Indicates the first The train at each discrete point Operating resistance, Indicates the preceding train The gyratory mass coefficient, Indicates the preceding train quality Represents the length of the discrete interval. Indicates the first The train at each discrete point speed, Indicates the first The train at each discrete point Operating resistance, Indicates the following train Optimize the first The position of a discrete point. Indicates the first The train at each discrete point speed, Indicates the following train The gyratory mass coefficient, Indicates the following train The quality; S35. Update the states of the front and rear trains using the state iteration equations of the front and rear trains in step S34, and seek a solution that satisfies the output power constraints of the front and rear trains in step S32 and the endpoint value constraints of the front and rear trains in step S33, while minimizing the objective function in step S31. in, This indicates the search for the minimum value of the objective function.

5. The rapid coupling method at the intersection of train lines according to claim 1, characterized in that, The method for determining whether the preceding and following trains have achieved coupling in step S5 is as follows: If the absolute value of the speed difference between the preceding and following trains at the same position is less than or equal to the set coupling state speed difference limit, and the absolute value of the time difference between the preceding and following trains at the same position is less than or equal to the set coupling state time difference limit, then the preceding and following trains have reached the coupling state, that is: in, Indicates the preceding train Located in The speed at that point, Indicates the following train Located in The speed at that point, This indicates the set speed difference limit for the coupling state. Indicates the preceding train Arrival Location The time spent together, Indicates the following train Arrival Location The time spent together, This indicates the distance difference limit when the coupling state is set.

6. The rapid coupling method at the intersection of train lines according to claim 1, characterized in that, The method for calculating the braking position of the following train and determining whether the braking position of the following train exceeds the safe stopping position in the throat area in step S6 is as follows: If the braking distance required by the following train is less than or equal to the position of the throat area minus the set safety margin, then the braking position of the following train has not exceeded the safe stopping position of the throat area, that is: in, Indicates the braking distance required for the following train. Indicates the following train The train speed at the current moment, This indicates the braking rate commonly used by the following train. Indicates the location of the throat area. This indicates the safety margin set. This indicates the current position of train 2.

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