Train control method, system and controller based on combined coordinate system

Abstract

The application relates to the technical field of trains, and discloses a train control method, system and controller based on a combined coordinate system, the method comprising: acquiring a target combined coordinate system corresponding to a train planning path, the target combined coordinate system comprising a plurality of basic coordinate systems with boundary logical sections, each basic coordinate system forming a physical link relationship with other basic coordinate systems through the boundary logical sections; acquiring position information sent by a train located on the train planning path, determining front vehicle information of the train according to the position information and the physical link relationship between the basic coordinate systems; and executing a train control strategy on the train according to the front vehicle information. The application can accurately determine the front vehicle information of the train in the train planning path, and then execute the train control strategy according to the front vehicle information, and autonomously plan a preset travel route of the train according to the front vehicle information, thereby improving the efficiency of autonomously planning the travel route of the train.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train technology, in particular to a train control method, system and controller based on a combined coordinate system. BACKGROUND

[0002] Currently, before each periodic operation of a train control system (such as an automatic train supervision system ATS), the logical sections in the line are divided into several independent coordinate systems according to the switch positions in the line corresponding to the system. In the above scheme, if a switch is contained in a logical section in each independent coordinate system, the switch position must be fixed in the independent coordinate system. Since the switch position may change at each periodic operation of the system, the independent coordinate system must be re-established according to the current position of the switch at the initial operation of each period, which wastes the application period time. At the same time, in the prior art, the coordinate value of the communication car in the independent coordinate system is first calculated, and then the coordinate value of the non-communication car in the independent coordinate system is calculated. All train position information is sorted according to all the above coordinate values, and then the front and rear cars of two trains are determined according to the sorting result.

[0003] In the above scheme, since the switch position in the independent coordinate system is fixed, and only the current coordinate value of each train in the independent coordinate system is considered in the above sorting process, the need for autonomous planning of the route during train travel is not considered. That is, when the train is autonomously planning the route, the switch position in the line may change, but in the above scheme of the prior art, the independent coordinate system corresponding to the switch position cannot be automatically updated according to the change of the autonomously planned route, which may result in inaccurate train sorting results. SUMMARY

[0004] The embodiments of the present application provide a train control method, system and controller based on a combined coordinate system, which can solve the problem of inaccurate train sorting results in the prior art.

[0005] A train control method based on a combined coordinate system, comprising:

[0006] Obtaining a target combined coordinate system corresponding to a train planning path, the target combined coordinate system comprising a plurality of basic coordinate systems having a boundary logical section, each basic coordinate system forming a physical link relationship with other basic coordinate systems through the boundary logical section;

[0007] Obtaining position information sent by a train located on the train planning path, and determining front car information of the train according to the position information and the physical link relationship between each basic coordinate system;

[0008] Performing a train control strategy on the train according to the front car information.

[0009] A controller configured to perform the above train control method based on the combined coordinate system.

[0010] A train control system comprising a controller in communication with an on-board controller of a train, the controller configured to perform the above train control method based on the combined coordinate system.

[0011] The train control method, system and controller based on the combined coordinate system provided by the present application, the method comprises: obtaining a target combined coordinate system corresponding to a planned path of a train, the target combined coordinate system comprising a plurality of basic coordinate systems having a boundary logical section, each basic coordinate system forming a physical link relationship with other basic coordinate systems through the boundary logical section; obtaining position information sent by a train located on the planned path of the train, determining front car information of the train according to the position information and the physical link relationship between each basic coordinate system; and performing a train control strategy on the train according to the front car information.

[0012] The present application can accurately determine the front car information of all trains in the planned path of the train according to the physical link relationship between each basic coordinate system in the target combined coordinate system and the position information of all trains in the train control system, and then perform a train control strategy on the train according to the above front car information, and perform autonomous planning of the preset travel route of the train according to the above front car information, thereby improving the efficiency of autonomous planning of the travel route of the train. BRIEF DESCRIPTION OF DRAWINGS

[0013] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0014] Figure 1 is a flowchart of the train control method based on the combined coordinate system in an embodiment of the present application.

[0015] Figure 2 is a flowchart of step S10 of the train control method based on the combined coordinate system in an embodiment of the present application.

[0016] Figure 3 is a flowchart of step S20 of the train control method based on the combined coordinate system in an embodiment of the present application.

[0017] Figure 4 is a flowchart of step S204 of the train control method based on the combined coordinate system in an embodiment of the present application.

[0018] Figure 5is a train planning path schematic diagram containing a three-way turnout in an embodiment of the present application;

[0019] Figure 6 is a train planning path schematic diagram containing a bulb line in an embodiment of the present application;

[0020] Figure 7 is a train planning path schematic diagram containing a single-throw turnout, a multiple-throw crossover crossover and a bulb line in an embodiment of the present application;

[0021] Figure 8 is a train driving schematic diagram in a train planning path of an embodiment of the present application.

[0022] Figure 9 is a module structure schematic diagram of a train control system of an embodiment of the present application. DETAILED DESCRIPTION

[0023] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0024] In an embodiment, as shown in Figure 1 the train control method based on the combined coordinate system includes the following steps S10-S30:

[0025] S10, obtain a target combination coordinate system corresponding to the train planning path, the target combination coordinate system comprising a plurality of basic coordinate systems with boundary logical sections, each of the basic coordinate systems forming a physical link relationship with other basic coordinate systems through the boundary logical sections; that is, in this embodiment, the target combination coordinate system is first constructed before the train control system (such as an automatic train supervision system ATS) is initially started and has not yet begun periodic operation. Understandably, the target combination coordinate system comprises an uplink combination coordinate system and a downlink combination coordinate system, wherein the uplink combination coordinate system comprises all basic coordinate systems in the uplink direction of the train planning path (all basic coordinate systems in the uplink direction are associated with the uplink direction), and the downlink combination coordinate system comprises all basic coordinate systems in the downlink direction of the train planning path (all basic coordinate systems in the downlink direction are associated with the downlink direction). The boundary logical sections in the basic coordinate systems are all bulb line logical sections, logical sections containing switches, or terminal logical sections in the train planning path. Understandably, each basic coordinate system can also comprise ordinary logical sections, which are all logical sections in the train planning path except the boundary logical sections, that is, in each basic coordinate system, except the first logical section and the last logical section, other logical sections do not contain switches, do not have a bulb line attribute (are not bulb line logical sections), and are not terminal logical sections at the end of the path. At the same time, in the same basic coordinate system, all logical sections need to be linked according to their corresponding associated travel directions, that is, all logical sections in the basic coordinate system in the uplink direction are sequentially linked according to the uplink link relationship of the train planning path; all logical sections in the basic coordinate system in the downlink direction are sequentially linked according to the downlink link relationship of the train planning path. The physical link relationship between the basic coordinate systems is constructed according to the uplink link relationship and the downlink link relationship of the train planning path between the boundary logical sections of the basic coordinate systems.

[0026] It should be noted that, in the present application, the link between logical sections and the link between basic coordinate systems are performed according to the link relationship of the train planning path (including the uplink link relationship and the downlink link relationship). Specifically, a certain logical section in the train planning path cannot be skipped for interval linking, and other logical sections cannot be inserted into the determined link relationship in the train planning path. Each logical section in the train planning path exists in a basic coordinate system, and a certain logical section with an uplink direction or a downlink direction is not allowed to exist in two basic coordinate systems with the same travel direction; in this way, the target combination coordinate system and each basic coordinate system therein have a certain uniqueness, which can facilitate subsequent determination of preceding vehicle information based on the target combination coordinate system.

[0027] It is understandable that each of the uplink coordinate system contains at least one boundary logic section; in the present application, if the basic coordinate system includes a common logic section, the boundary logic section must be located at both ends of all common logic sections as a starting boundary logic section or / and a terminal boundary logic section. However, each basic coordinate system can also have only one or two boundary logic sections without including common logic sections, and when there is only one boundary logic section in the basic coordinate system, the boundary logic section exists as a starting boundary logic section and a terminal boundary logic section at the same time; when there are only two boundary logic sections linked to each other in the basic coordinate system, they exist as a starting boundary logic section and a terminal boundary logic section respectively. Further, the physical connection point between the two logic sections with front and back linkage relationship in the basic coordinate system can be recorded as a shared boundary line (for example, A point in Figure 7 is the shared boundary line of logic sections 2G and 3G), which cannot be a bulb line; since there is a turnout in the basic coordinate system, the logic section containing the turnout can only be a boundary logic section, so if there is a turnout in the starting boundary logic section within the basic coordinate system, the corresponding starting turnout number and the expected position of the starting turnout need to be recorded in the starting turnout information within the basic coordinate system; if there is a turnout in the terminal boundary logic section of the basic coordinate system, the corresponding terminal turnout number and the expected position of the terminal turnout are recorded in the terminal turnout information of the basic coordinate system; so as to determine the physical linkage relationship between the boundary logic section where the turnout is located and the next (or multiple) basic coordinate system in the future. The above-mentioned expected position of the turnout means that the current position of the turnout can be legally linked to at least two different logic sections, and when the turnout is in the above-mentioned expected position of the turnout, the train can run in the logic sections linked by the turnout; when the turnout is not in the above-mentioned expected position of the turnout, there is a break zone between the logic sections corresponding to the position of the turnout at this time, and the train cannot run in the logic sections corresponding to the position of the turnout at this time.

[0028] The linkage relationship of all the common logic sections in each of the basic coordinate systems is unique. That is, the common logic section cannot contain a turnout, and the turnout contained in the boundary logic section should not be located between the common logic section and the boundary logic section, but should be at the end of the boundary logic section away from the common logic section, that is, from any common logic section inside the basic coordinate system to the boundary logic section, the turnout tongue cannot be seen. Understandably, each basic coordinate system in the above-mentioned uplink combined coordinate system and downlink combined coordinate system will be numbered respectively, and each basic coordinate system will be stored in association with the corresponding direction of travel and the number in the uplink combined coordinate system or the downlink combined coordinate system.

[0029] In an embodiment, the basic coordinate system includes an uplink coordinate system and a downlink coordinate system; further, as Figure 2As shown, before the step S10, i.e. before the target combined coordinate system corresponding to the train planning path is acquired, the following steps S101-S105 are further included.

[0030] S101, acquiring all the logical sections in the train planning path; i.e. the train planning path can be divided into multiple logical sections according to requirements, in the present application, the same logical section belongs to two different basic coordinate systems respectively corresponding to the associated uplink direction and downlink direction. In all the basic coordinate systems corresponding to the same travel direction (uplink direction or downlink direction), each logical section only exists in one of the basic coordinate systems. I.e. each logical section in the train planning path exists in a basic coordinate system, and a logical section with an uplink direction or a downlink direction is not allowed to exist in two basic coordinate systems with the same travel direction.

[0031] S102, recording the bulb line logical section, the logical section containing the turnout and the terminal logical section in all the logical sections as boundary logical sections, and recording the logical sections other than the boundary logical sections in all the logical sections as ordinary logical sections; i.e. the boundary logical sections in the basic coordinate system are all the bulb line logical sections, the logical sections containing the turnout or the terminal logical sections in all the logical sections in the train planning path. Understandably, each basic coordinate system can also include ordinary logical sections, which are all the logical sections other than the boundary logical sections in the train planning path, i.e. in each basic coordinate system, except for the first logical section and the last logical section, the other logical sections do not contain turnouts, have no bulb line attribute (are not bulb line logical sections), and are not terminal logical sections located at the end of the path.

[0032] S103, determining an uplink coordinate system according to the uplink linking relationship of the train planning path and all the boundary logical sections and the ordinary logical sections, and determining a downlink coordinate system according to the downlink linking relationship of the train planning path and all the boundary logical sections and the ordinary logical sections; in the same basic coordinate system, all the logical sections need to be linked according to the travel direction corresponding to the associated direction, i.e. all the logical sections in the basic coordinate system in the uplink direction (i.e. the uplink coordinate system) are sequentially linked according to the uplink linking relationship of the train planning path; all the logical sections in the basic coordinate system in the downlink direction (i.e. the downlink coordinate system) are sequentially linked according to the downlink linking relationship of the train planning path. In the present embodiment, the linking between the logical sections is performed according to the linking relationship of the train planning path (including the uplink linking relationship and the downlink linking relationship), so that each basic coordinate system has a determined uniqueness, which can facilitate the subsequent determination of the preceding vehicle information.

[0033] In an embodiment, in the step S103, the determining the uplink coordinate system according to the uplink relationship of the train planning path and all the boundary logical sections and the common logical sections comprises: determining the uplink coordinate system according to the following uplink coordinate system generation requirements, wherein the uplink coordinate system generation requirements are set according to requirements, and in the embodiment, the uplink coordinate system generation requirements comprise but are not limited to the following requirements:

[0034] (1) All the logical sections in each of the uplink coordinate systems are sequentially connected according to the uplink relationship; that is, all the logical sections in the uplink coordinate system in the uplink direction are sequentially connected according to the uplink relationship of the train planning path.

[0035] (2) Each of the uplink coordinate systems contains at least one boundary logical section; that is, if the uplink coordinate system contains common logical sections, the boundary logical sections must be located at both ends of all the common logical sections as the start boundary logical section and / or the end boundary logical section. However, each of the uplink coordinate systems can only have one or two boundary logical sections without common logical sections, and when there is only one boundary logical section in the uplink coordinate system, the boundary logical section exists as the start boundary logical section and the end boundary logical section at the same time; when there are only two boundary logical sections linked to each other in the uplink coordinate system, the two boundary logical sections exist as the start boundary logical section and the end boundary logical section, respectively.

[0036] (3) The common logical sections in each of the uplink coordinate systems must be located between two boundary logical sections; that is, if the uplink coordinate system contains common logical sections, it must contain two boundary logical sections at the same time, and the common logical sections must be located between the start boundary logical section and the end boundary logical section.

[0037] (4) The uplink relationship of all the common logical sections in each of the uplink coordinate systems is unique. Understandably, in each of the uplink coordinate systems, the common logical sections cannot contain turnouts, and the turnouts contained in the boundary logical sections cannot be located between the common logical sections and the boundary logical sections, but should be located at the end of the boundary logical section away from the common logical section, that is, from any common logical section inside the uplink coordinate system to the boundary logical section, the turnout point cannot be seen.

[0038] In an embodiment, in the step S103, the downlink relationship of the train planning path and all the boundary logical sections and the common logical sections are used to determine a downlink coordinate system, which includes: determining the downlink coordinate system according to the following downlink coordinate system generation requirements, wherein the downlink coordinate system generation requirements are set according to the requirements, and specifically, each uplink coordinate system in the uplink combined coordinate system corresponding to the train planning path is arranged in reverse order (the same logical section in the opposite direction), that is, all downlink coordinate systems are formed; in this embodiment, the downlink coordinate system generation requirements include but are not limited to the following requirements:

[0039] (1) All the logical sections in each of the downlink coordinate systems are sequentially connected according to the downlink relationship; that is, all the logical sections in the downlink coordinate system (i.e. the downlink coordinate system) are sequentially connected according to the downlink relationship of the train planning path.

[0040] (2) Each of the downlink coordinate systems contains at least one boundary logical section; that is, if the downlink coordinate system includes a common logical section, the boundary logical section must be located at both ends of all the common logical sections as a starting boundary logical section and / or a terminal boundary logical section. However, each downlink coordinate system can only have one or two boundary logical sections without including a common logical section. When there is only one boundary logical section in the downlink coordinate system, the boundary logical section exists as a starting boundary logical section and a terminal boundary logical section at the same time. When there are only two boundary logical sections linked to each other in the downlink coordinate system, they exist as a starting boundary logical section and a terminal boundary logical section, respectively.

[0041] (3) The common logical section in each of the downlink coordinate systems must be located between two boundary logical sections; that is, if the downlink coordinate system includes a common logical section, it must include two boundary logical sections at the same time, and the common logical section must be located between the starting boundary logical section and the terminal boundary logical section.

[0042] (4) The downlink relationship of all the common logical sections in each of the downlink coordinate systems is unique. Understandably, in each downlink coordinate system, the common logical section cannot contain a turnout, and the turnout contained in the boundary logical section cannot be located between the common logical section and the boundary logical section, but should be located at the end of the boundary logical section away from the common logical section, that is, from any common logical section inside the downlink coordinate system to the boundary logical section, the turnout point cannot be seen.

[0043] S104, generating an uplink combined coordinate system according to all the uplink coordinate systems, and generating a downlink combined coordinate system according to all the downlink coordinate systems; that is, the uplink combined coordinate system is a set of all the uplink coordinate systems, and the downlink combined coordinate system is a set of all the downlink coordinate systems. Understandably, each basic coordinate system in the uplink combined coordinate system and the downlink combined coordinate system (including the uplink coordinate system and the downlink coordinate system) will be numbered respectively, and each basic coordinate system will be stored in the uplink combined coordinate system or the downlink combined coordinate system in association with the corresponding travel direction and the number.

[0044] In an embodiment, the boundary logic section includes a start boundary logic section and an end boundary logic section; the physical link relationship includes an uplink physical link relationship; further, in the step S104, the generating an uplink combined coordinate system according to all the uplink coordinate systems includes:

[0045] According to the uplink link relationship of the train planning path, an uplink start link coordinate system and an uplink end link coordinate system of each uplink coordinate system are obtained; the uplink start link coordinate system refers to the previous basic coordinate system of the start boundary logic section of the uplink coordinate system in the uplink direction, and the uplink end link coordinate system refers to the next basic coordinate system of the end boundary logic section of the uplink coordinate system in the uplink direction; that is, in this step, the controller of the train control system can find the next basic coordinate system physically linked in the uplink direction for all the uplink coordinate systems. The specific process includes: first, finding the next logic section (which can be multiple) physically linked in the uplink direction of the end boundary logic section of the uplink coordinate system according to the uplink link relationship; second, finding the basic coordinate system with the next logic section as the start boundary logic section (this process needs to search all the basic coordinate systems in the uplink combined coordinate system and the downlink combined coordinate system, because if the bulb line logic section is crossed when searching along the travel direction, the travel direction needs to be changed, and at this time the travel direction for searching will also change); finally, determining the found basic coordinate system as the uplink end link coordinate system.

[0046] In this step, the controller of the train control system can also find the last basic coordinate system physically linked in the uplink direction of all uplink coordinate systems. The specific process includes: first, according to the uplink linking relationship, find the last logical section physically linked in the uplink direction of the start boundary logical section of the uplink coordinate system (there can be multiple last logical sections); second, find the basic coordinate system with the last logical section as the terminal boundary logical section (this process needs to search all the basic coordinate systems in the uplink and downlink combined coordinate systems, because if the search direction is changed when crossing the bulb line logical section, the search direction will also change); finally, determine the found basic coordinate system as the uplink start end linking coordinate system.

[0047] Record the uplink start end linking coordinate system and the uplink terminal linking coordinate system as the uplink physical linking relationship of the uplink coordinate system corresponding thereto, and generate an uplink combined coordinate system according to all the uplink coordinate systems and the uplink physical linking relationship corresponding thereto. That is, the uplink coordinate system as the search object, the uplink terminal linking coordinate system found and its related information (such as the uplink terminal linking coordinate system corresponding to the search direction and the number, etc.), the uplink start end linking coordinate system found and its related information (such as the uplink terminal linking coordinate system corresponding to the search direction and the number, etc.) will be associatedly stored, thereby generating the uplink physical linking relationship of the uplink coordinate system. And according to all the uplink coordinate systems and the uplink physical linking relationship corresponding thereto, an uplink combined coordinate system can be generated.

[0048] In an embodiment, the boundary logical section includes a start end boundary logical section and a terminal boundary logical section; the physical linking relationship includes a downlink physical linking relationship; further, in the step S104, the downlink combined coordinate system is generated according to all the downlink coordinate systems, including:

[0049] According to the downlink relationship of the train planning path, a downlink start end linking coordinate system and a downlink terminal linking coordinate system of each of the downlink coordinate systems are obtained; wherein the downlink start end linking coordinate system refers to the last basic coordinate system in the downlink direction of the start end boundary logical section of the downlink coordinate system, and the downlink terminal linking coordinate system refers to the next basic coordinate system in the downlink direction of the terminal boundary logical section of the downlink coordinate system; that is, in this step, the controller of the train control system can find the next basic coordinate system physically linked in the downlink direction for all the downlink coordinate systems. The specific process includes: first, finding the next logical section (which can be multiple) physically linked in the downlink direction of the terminal boundary logical section of the downlink coordinate system according to the downlink relationship; second, finding the basic coordinate system taking the next logical section as the start end boundary logical section (this process needs to search all the basic coordinate systems in the uplink combined coordinate system and the downlink combined coordinate system, because if the bulb line logical section is crossed when searching along the direction of travel, the direction of travel needs to be changed, and at this time the direction of search will also change); and finally, determining the found basic coordinate system as the downlink terminal linking coordinate system.

[0050] In this step, the controller of the train control system can also find the last basic coordinate system physically linked in the downlink direction for all the downlink coordinate systems. The specific process includes: first, finding the last logical section (which can be multiple) physically linked in the downlink direction of the start end boundary logical section of the downlink coordinate system according to the downlink relationship; second, finding the basic coordinate system taking the last logical section as the terminal boundary logical section (this process needs to search all the basic coordinate systems in the uplink combined coordinate system and the downlink combined coordinate system, because if the bulb line logical section is crossed when searching along the direction of travel, the direction of travel needs to be changed, and at this time the direction of search will also change); and finally, determining the found basic coordinate system as the downlink start end linking coordinate system.

[0051] The downlink start end linking coordinate system and the downlink terminal linking coordinate system are recorded as the downlink physical linking relationship of the downlink coordinate system corresponding thereto, and a downlink combined coordinate system is generated according to all the downlink coordinate systems and the downlink physical linking relationship corresponding thereto. That is, the downlink coordinate system taken as the searching object, the downlink terminal linking coordinate system found and the related information (such as the direction of travel and the number corresponding to the downlink terminal linking coordinate system, etc.) of the downlink terminal linking coordinate system, and the downlink start end linking coordinate system found and the related information (such as the direction of travel and the number corresponding to the downlink terminal linking coordinate system, etc.) of the downlink start end linking coordinate system are stored in association, thereby generating the downlink physical linking relationship of the downlink coordinate system. And the downlink combined coordinate system can be generated according to all the downlink coordinate systems and the downlink physical linking relationship corresponding thereto.

[0052] S105, generating the target combined coordinate system according to the uplink combined coordinate system and the downlink combined coordinate system. That is, the target combined coordinate system is a set of basic coordinate systems classified as the uplink combined coordinate system and the downlink combined coordinate system.

[0053] In summary, the basic coordinate system, the target combined coordinate system, and the physical link relationship among them are illustrated as follows: Figure 5 , Figure 6 and Figure 7 All G in Figure 5 , Figure 6 and Figure 7 represents a logical section, such as 10G representing the 10th logical section in the train planning path shown in the figure).

[0054] As shown in Figure 5 , Figure 5 8G, 16G, and 24G in Figure 6 are logical sections containing turnouts; 12G, 14G, 4G, 6G, 20G, 22G, 26G, and 28G are ordinary logical sections; and 10G, 2G, 18G, and 30G are terminal logical sections. The uplink combined coordinate system is established according to the uplink direction of the train planning path shown in

[0055] Uplink coordinate system 0: 10G, 12G, 14G, and 16G;

[0056] Uplink coordinate system 1: 2G, 4G, 6G, and 8G;

[0057] Uplink coordinate system 2: 18G, 20G, 22G, and 24G;

[0058] Uplink coordinate system 3: 26G, 28G, and 30G;

[0059] The downlink combined coordinate system is established according to the downlink direction of the train planning path shown in

[0060] Downlink coordinate system 0: 30G, 28G, and 26G;

[0061] Downlink coordinate system 1: 16G, 14G, 12G, and 10G;

[0062] Downlink coordinate system 2: 8G, 6G, 4G, and 2G;

[0063] Downlink coordinate system 3: 24G, 22G, 20G, and 18G;

[0064] The physical link relationship among all the basic coordinate systems in the train planning path includes:

[0065] Upward coordinate system 0 (no previous base coordinate system) -----> upward coordinate system 3;

[0066] Upward coordinate system 1 (no previous base coordinate system) -----> upward coordinate system 3;

[0067] Upward coordinate system 2 (no previous base coordinate system) -----> upward coordinate system 3;

[0068] Downward coordinate system 0 (no previous base coordinate system) -----> downward coordinate system 1, downward coordinate system 2, downward coordinate system 3.

[0069] As shown in FIG. 1, the 1G and 2G connections are bulb lines. According to the upward direction of the train planning path shown in FIG. 1, an upward combined coordinate system is established, which contains the following upward coordinate systems: Figure 6 Figure 6 As shown in FIG. 1, the 1G and 2G connections are bulb lines. According to the upward direction of the train planning path shown in FIG. 1, an upward combined coordinate system is established, which contains the following upward coordinate systems: Figure 7

[0070] Upward coordinate system 0: 2G, 4G, 6G, 8G;

[0071] Upward coordinate system 1: 1G, 3G, 5G, 7G;

[0072] As shown in FIG. 1, the 1G and 2G connections are bulb lines. According to the downward direction of the train planning path shown in FIG. 1, a downward combined coordinate system is established, which contains the following downward coordinate systems: Figure 7

[0073] Downward coordinate system 0: 8G, 6G, 4G, 2G;

[0074] Downward coordinate system 1: 7G, 5G, 3G, 1G;

[0075] The physical link relationship between all the base coordinate systems in the train planning path includes:

[0076] Downward coordinate system 0 (no previous base coordinate system) -----> upward coordinate system 1;

[0077] Downward coordinate system 1 (no previous base coordinate system) -----> upward coordinate system 0.

[0078] As shown in FIG. 1, the 4G, 19G, 20G, 21G, 22G, and 15G are logical sections containing turnout P01; the 6G and 23G are logical sections containing turnout P02; the 7G and 24G are logical sections containing turnout P03; the 13G and 25G are logical sections containing turnout P04; the 12G and 26G are logical sections containing turnout P05. The 1G and 18G connections are bulb lines, and the 9G and 10G connections are bulb lines. Figure 7 Figure 7 As shown in FIG. 1, the 4G, 19G, 20G, 21G, 22G, and 15G are logical sections containing turnout P01; the 6G and 23G are logical sections containing turnout P02; the 7G and 24G are logical sections containing turnout P03; the 13G and 25G are logical sections containing turnout P04; the 12G and 26G are logical sections containing turnout P05. The 1G and 18G connections are bulb lines, and the 9G and 10G connections are bulb lines.

[0079] ​​​​According to Figure 8 An uplink combined coordinate system is established according to the uplink direction of the train planning path, and the uplink coordinate system and its physical link relationship contained therein are as follows:

[0080] Uplink coordinate system 0: 1G, 2G, 3G, the last basic coordinate system in the uplink direction is downlink coordinate system 5, and the next basic coordinate system in the uplink direction is uplink coordinate system 1 and uplink coordinate system 10;

[0081] Uplink coordinate system 1: 4G, the last basic coordinate system in the uplink direction is uplink coordinate system 0, and the next basic coordinate system in the uplink direction is uplink coordinate system 2;

[0082] Uplink coordinate system 2: 5G, the last basic coordinate system in the uplink direction is uplink coordinate system 1 and uplink coordinate system 11, and the next basic coordinate system in the uplink direction is uplink coordinate system 3 and uplink coordinate system 12;

[0083] Uplink coordinate system 3: 6G, 7G, the last basic coordinate system in the uplink direction is uplink coordinate system 2, and the next basic coordinate system in the uplink direction is uplink coordinate system 4;

[0084] Uplink coordinate system 4: 8G, 9G, the last basic coordinate system in the uplink direction is uplink coordinate system 3 and uplink coordinate system 13, and the next basic coordinate system in the uplink direction is downlink coordinate system 9;

[0085] Uplink coordinate system 5: 18G, 17G, 16G, the last basic coordinate system in the uplink direction is downlink coordinate system 0, and the next basic coordinate system in the uplink direction is uplink coordinate system 6 and uplink coordinate system 11;

[0086] Uplink coordinate system 6: 15G, the last basic coordinate system in the uplink direction is uplink coordinate system 5, and the next basic coordinate system in the uplink direction is uplink coordinate system 7;

[0087] Uplink coordinate system 7: 14G, the last basic coordinate system in the uplink direction is uplink coordinate system 15, and the next basic coordinate system in the uplink direction is uplink coordinate system 8 and uplink coordinate system 13;

[0088] Uplink coordinate system 8: 13G, 12G, the last basic coordinate system in the uplink direction is uplink coordinate system 7, and the next basic coordinate system in the uplink direction is uplink coordinate system 9;

[0089] Uplink coordinate system 9: 11G, 10G, the last basic coordinate system in the uplink direction is uplink coordinate system 8 and uplink coordinate system 12, and the next basic coordinate system in the uplink direction is downlink coordinate system 4;

[0090] Upstream coordinate system 10: 19G, 22G, the last basis coordinate system in the upstream direction is the upstream coordinate system 0, and the next basis coordinate system in the upstream direction is the upstream coordinate system 7;

[0091] Upstream coordinate system 11: 21G, 20G, the last basis coordinate system in the upstream direction is the upstream coordinate system 5, and the next basis coordinate system in the upstream direction is the upstream coordinate system 2;

[0092] Upstream coordinate system 12: 23G, 26G, the last basis coordinate system in the upstream direction is the upstream coordinate system 2, and the next basis coordinate system in the upstream direction is the upstream coordinate system 9;

[0093] Upstream coordinate system 13: 25G, 24G, the next basis coordinate system in the upstream direction is the upstream coordinate system 4, and the last basis coordinate system in the upstream direction is the upstream coordinate system 7;

[0094] According to Figure 8 The upstream combined coordinate system is established according to the downstream direction of the train planning path shown in the figure, and the downstream coordinate system contained therein and the physical link relationship are as follows:

[0095] Downstream coordinate system 0: 3G, 2G, 1G, the last basis coordinate system in the downstream direction is the downstream coordinate system 1, the downstream coordinate system 10, and the next basis coordinate system in the downstream direction is the upstream coordinate system 5;

[0096] Downstream coordinate system 1: 4G, the last basis coordinate system in the downstream direction is the downstream coordinate system 2, and the next basis coordinate system in the downstream direction is the downstream coordinate system 0;

[0097] Downstream coordinate system 2: 5G, the last basis coordinate system in the downstream direction is the downstream coordinate system 3, the downstream coordinate system 12, and the next basis coordinate system in the downstream direction is the downstream coordinate system 1, the downstream coordinate system 11;

[0098] Downstream coordinate system 3: 7G, 6G, the last basis coordinate system in the downstream direction is the downstream coordinate system 4, and the next basis coordinate system in the downstream direction is the downstream coordinate system 2;

[0099] Downstream coordinate system 4: 9G, 8G, the last basis coordinate system in the downstream direction is the upstream coordinate system 9, and the next basis coordinate system in the downstream direction is the downstream coordinate system 3, the downstream coordinate system 13;

[0100] Downstream coordinate system 5: 16G, 17G, 18G, the last basis coordinate system in the downstream direction is the downstream coordinate system 6, the downstream coordinate system 11, and the next basis coordinate system in the downstream direction is the upstream coordinate system 0;

[0101] Downward coordinate system 6: 15G, the last basic coordinate system in the downward direction is the downward coordinate system 7, and the next basic coordinate system in the downward direction is the downward coordinate system 5;

[0102] Downward coordinate system 7: 14G, the last basic coordinate system in the downward direction is the downward coordinate system 8, the downward coordinate system 13, and the next basic coordinate system in the downward direction is the downward coordinate system 6, the downward coordinate system 10;

[0103] Downward coordinate system 8: 12G, 13G, the last basic coordinate system in the downward direction is the downward coordinate system 9, and the next basic coordinate system in the downward direction is the downward coordinate system 7;

[0104] Downward coordinate system 9: 10G, 11G, the last basic coordinate system in the downward direction is the upward coordinate system 4, and the next basic coordinate system in the downward direction is the downward coordinate system 8, the downward coordinate system 12;

[0105] Downward coordinate system 10: 22G, 19G, the last basic coordinate system in the downward direction is the downward coordinate system 7, and the next basic coordinate system in the downward direction is the downward coordinate system 0;

[0106] Downward coordinate system 11: 20G, 21G, the last basic coordinate system in the downward direction is the downward coordinate system 5, and the next basic coordinate system in the downward direction is the downward coordinate system 5;

[0107] Downward coordinate system 12: 26G, 23G, the last basic coordinate system in the downward direction is the downward coordinate system 9, and the next basic coordinate system in the downward direction is the downward coordinate system 2;

[0108] Downward coordinate system 13: 24G, 25G, the last basic coordinate system in the downward direction is the downward coordinate system 4, and the next basic coordinate system in the downward direction is the downward coordinate system 7.

[0109] S20, acquiring position information sent by a train located on the train planning path, and determining front vehicle information of the train according to the position information and a physical link relationship between the basic coordinate systems; it should be noted that the above step S10 in the embodiment is executed before the train control system associated with the train planning path is initially run, and the step S20 is performed after the train control system associated with the train planning path is initially run.

[0110] In an embodiment, in the step S20, the acquiring of the position information sent by the train located on the train planning path comprises:

[0111] Obtaining position information sent by the train through the on-board controller, wherein the position information includes, but is not limited to, the following information: a first logical section where the maximum safe front end of the train is located on the train planning route, a first offset of the maximum safe front end in the first logical section (the offset of a coordinate point in a logical section refers to the distance between the coordinate point and the starting point of the logical section in the uplink direction, the first offset and the second offset mentioned below are determined according to the rule; for example, Figure 7 Point A in the figure is the junction of 2G and 3G, the offset of point A in logical section 2G is the length of logical section 2G, and the offset of point A in logical section 3G is 0); the direction of travel of the train, wherein the direction of travel includes the uplink direction or the downlink direction. For example, the position information can also include a second logical section where the minimum safe rear end of the train is located on the train planning route, and a second offset of the minimum safe rear end in the second logical section. Due to the positioning accuracy of the train, the position of the train head is in a range, the maximum safe front end refers to the maximum point in the range where the train head is located, and the first offset refers to the distance between the maximum safe front end and the starting point of the logical section where the maximum safe front end is located in the direction of travel (the starting point in the direction of travel). Similarly, the minimum safe rear end refers to the minimum point in the range where the train tail is located, and the second offset refers to the distance between the minimum safe rear end and the starting point of the logical section where the minimum safe rear end is located in the direction of travel (the starting point in the direction of travel). When the train control system is running periodically, the controller of the train control system will receive and record the position information sent by the on-board controller (VOBC) of the train that has completed registration in the train control system, and then the front vehicle information in the preset search length (the preset search length can be set according to requirements) range in front of the train in the direction of travel can be searched for all the trains that have completed registration and are running in the train planning route.

[0112] S30, performing train control strategy on the train according to the front car information. Wherein, the front car information of the train can be used to optimize the trackside resource competition and use efficiency in front of the train, and optimize the train running speed. In an embodiment, the step S30, i.e. performing train control strategy on the train according to the front car information, comprises adjusting the preset travel route of the train and / or the running speed of the train according to the front car information of the train. That is, the train control strategy performed on the train according to the above front car information can be to realize the autonomous planning of the preset travel route of the train through the train autonomous control system (TACS), such as adjusting the preset travel route of the train to improve the efficiency of autonomous planning of the travel route of the train; that is, the train control strategy can also be to control the running speed of the train according to the front car information, thereby reducing unnecessary acceleration and deceleration process during the train operation, thereby saving energy, increasing the endurance of the train, improving the efficiency of the train applying for using the trackside resources (such as turnout, turnback track and other trackside resources), improving the operation efficiency, increasing the passenger carrying capacity, and reducing the line operation cost. Understandably, when the front car information is no front car, the train keeps a high speed for a longer time, and the passengers experience a shorter train ride time, and the passengers are less likely to feel tired during the train ride; and when the front car information is to search for one or more front cars, the train needs to communicate with the front cars to obtain the trackside resource use condition of the area where the front cars are located and the running route information of the front cars, and then use the above obtained information to reasonably plan the travel route, optimize the trackside resource competition, reduce the probability of deadlock when the train competes for the trackside resources, or when a new train running route cannot be planned, the train can be appropriately prolonged at a certain platform, or the train running speed in the section can be reduced, the section stay time is prolonged, and the degree of fierce competition for the trackside resources in front is reduced.

[0113] Understandably, in the case of train control system collapse, the present application can also continue normal operation through other subsystems (such as train autonomous running system TACS based on train-to-train communication) based on the above target combined coordinate system and front car information. Understandably, if it is detected that the communication between a certain train and the train control system is interrupted, the train control system can calculate the possible position area of the train through the latest position information and running speed reported by the train whose communication is interrupted, and set this area as a prohibited driving area, so that other communication trains no longer enter this area before the communication interrupted train drives out of this area, so as to ensure safety, and other communication trains can try to contact the communication interrupted train in the control area through the release of long wave radio signals or on-board flying robots.

[0114] The application can establish a target combined coordinate system corresponding to a train planning path before a train control system (such as an automatic train supervision system ATS) is initially operated, and then directly determine the front car information of the train by using the target combined coordinate system in each cycle operation. Compared with the prior art, the coordinate system does not need to be re-established according to the current position of the turnout before each cycle operation of the train control system, the operation cycle is shortened, and the operation efficiency is improved. Meanwhile, in the application, the front car information of all trains in the train planning path can be accurately determined according to the physical link relationship between the basic coordinate systems in the target combined coordinate system and the position information of all trains, and then the train control strategy is executed according to the above front car information, the preset travel route of the train is autonomously planned according to the above front car information, and the efficiency of autonomously planning the travel route of the train is improved. The train control strategy according to the front car information can also reduce unnecessary acceleration and deceleration processes in the train operation process, thereby saving energy, increasing the endurance of the train, improving the efficiency of applying the trackside resources (such as turnouts, turn-back tracks and other trackside resources) of the train, improving the operation efficiency, increasing the passenger carrying capacity, and reducing the line operation cost. Even in the case of train control system crash, the above target combined coordinate system and front car information can be used to continue normal operation by other subsystems (such as a train autonomous operation system TACS based on train-to-train communication). In the above embodiment, the target combined coordinate system does not need to sort all trains in the train planning path by distance (distance refers to the offset of the train from the origin or reference point of the coordinate system), and the above target combined coordinate system is created when the train control system is initially started, and then the coordinate system does not need to be re-established during the cycle operation of the train control system, which greatly simplifies the calculation amount, shortens the operation cycle, and reduces the system load. Moreover, the target combined coordinate system in the application is two-dimensional, which has better reference than the scheme of regarding each coordinate system as a one-dimensional line segment (the position of the turnout in the independent coordinate system is fixed, so each independent coordinate system is a one-dimensional line segment without branching, but the basic coordinate systems in the target combined coordinate system in the application can branch through the turnout, so it is two-dimensional).

[0115] In an embodiment, as shown in Figure 3 S20, the step of determining the front car information of the train according to the position information and the physical link relationship between the basic coordinate systems comprises the following steps S201-S204:

[0116] S201, determining the upbound combined coordinate system or the downbound combined coordinate system matching the running direction of the train as the matching combined coordinate system of the train; that is, when the controller of the train control system determines the front vehicle information of a certain registered train, the running direction of the train is first determined, and then it is determined whether the upbound combined coordinate system or the downbound combined coordinate system is used first (the matching combined coordinate system is the upbound combined coordinate system or the downbound combined coordinate system corresponding to the same running direction as the train) to perform step S202.

[0117] S202, recording the basic coordinate system in which the first logical section corresponding to the train is located in the matching combined coordinate system as the current coordinate system of the train; that is, the logical section in which the maximum safe front end of the train is located in the matching combined coordinate system is recorded as the current coordinate system in which the train is located.

[0118] S203, determining the search range of the train according to the position information of the current coordinate system and the physical link relationship thereof; that is, in this step, the search range can be determined according to the running direction, the first offset and the physical link relationship in the position relationship of the current coordinate system.

[0119] S204, searching in the search range to determine the front vehicle information of the train; that is, the search is performed from near to far in the search range until all front vehicle information is determined, and then the search is stopped. This embodiment can accurately determine the front vehicle information through the position information sent by the train and the physical link relationship between the basic coordinate systems, and then guide the execution of the train control strategy.

[0120] In an embodiment, the search range includes a first search range; further, the step S203, that is, the determination of the search range of the train according to the position information of the current coordinate system and the physical link relationship thereof, includes:

[0121] When the difference between the length of the current coordinate system and the first offset is less than a preset search length, the physical link relationship of the current coordinate system is used to determine the connected basic coordinate system in the running direction of the current coordinate system; the connected basic coordinate system is at least one; that is, if the distance between the maximum safe front end of the train as the search object and the terminal boundary point of the current coordinate system in which the train is located in the running direction (that is, the difference between the length of the current coordinate system and the first offset) is less than the preset search length, the search needs to be continued in the connected basic coordinate system linked to the current coordinate system in the current running direction after the search in the current coordinate system is completed.

[0122] In the current coordinate system and the linkable basic coordinate system, a first search area corresponding to a maximum safe front end of the train advancing a preset search length is determined, and a logical section partially overlapping with the first search area is recorded as a first search range of the train. That is, in this embodiment, the area corresponding to the maximum safe front end of the train advancing the preset search length along the travel direction of the train is the first search area. Understandably, the first search range includes two parts of logical sections respectively located in the current coordinate system and the linkable basic coordinate system and connected. The determination of the first search range in this embodiment can further ensure the accuracy of the front vehicle information of the train.

[0123] Further, the step S204, that is, the searching in the search range to determine the front vehicle information of the train, includes:

[0124] When the first search area does not include a turnout, it is determined whether there is another train in the first search range. That is, when the first search area does not include a turnout in this embodiment, it indicates that the linkable basic coordinate system linked by the current coordinate system is only one, and thus the train search route is only one. Therefore, determining whether there is another train in the first search range means sequentially searching in each logical section in the first search range along the travel direction of the train, and determining whether the searched logical section is in the logical section range of another train currently located in the train control system, where the logical section range is determined by the position information of the other train received by the train control system. For example, the logical section range can include a first logical section corresponding to the other train (a logical section where the maximum safe front end of the other train is located on the train planning route) and a second logical section (a logical section where the minimum safe rear end of the other train is located on the train planning route), and the logical sections between the two.

[0125] When there is no other train in the first search range, it is determined that the search result of the train is that there is no front vehicle of the train. That is, if the searched logical section is not in the logical section range of another train, it indicates that there is no front vehicle in the logical section, and the next logical section in the first search range is searched. If the searched logical section is in the logical section range of another train, it means that the other train is the front vehicle of the train as the search object. Understandably, when there is no front vehicle in all logical sections in the entire first search range, it is determined that the search result of the train is that there is no front vehicle of the train.

[0126] When there is at least one other train in the first search range, the search result of the train is determined as: there is a front train of the train at present, and the front train is the closest to the train in the maximum safe front end distance among the searched other trains. That is, in the embodiment, if the logical sections in the first search range are searched sequentially, and there is an other train in at least one of the logical sections, since the first search range in the embodiment does not contain a turnout, it indicates that the connection base coordinate system linked by the current coordinate system is only one, therefore, the train search route is only one, therefore, the first other train in the first searched logical section is the front train of the train, that is, the front train is the closest to the train in the maximum safe front end distance among the searched other trains.

[0127] Further, as shown in the step S204, that is, the searching in the search range to determine the front train information of the train, comprises the following steps S2041-S2043: Figure 4

[0128] S2041, when the first search range contains at least one turnout, determining the first turnout encountered by the train in the travel direction of the train as a target turnout, and recording all the logical sections in the first search range before the target turnout as a first search section; that is, in the embodiment, when the first search range contains a turnout, it indicates that the connection base coordinate system linked by the current coordinate system can be multiple, therefore, the train search route can be multiple. In the embodiment, the first encountered turnout is determined as the target turnout, and if it is needed to determine whether there is an other train in the first search range, it is needed to search in the common area of the train search routes in the travel direction of the train first (the areas of the train search routes before the target turnout are coincident, therefore, the common area is the first search section).

[0129] Understandably, in the application of the present application, in the application scenario where there are multiple turnouts in the same search range with a small possibility, in order to reduce the calculation amount, improve the calculation speed, and reduce the system load, in an embodiment, only the first turnout can be taken as the target turnout, and the other turnouts in the first search range are not searched as the target turnouts, but the base coordinate systems linked by the other turnouts in the first search range are directly taken as the connection base coordinate systems, and the other base coordinate systems not linked by the other turnouts are not searched, which is beneficial to the simplification of the program, the reduction of the probability of program error, and the implementation. In another embodiment, in order to further guarantee the accuracy of the front train information, the other turnouts after the first turnout in the first search range can also be taken as the next target turnouts for searching, for specific reference to the step S2041 and the subsequent steps in the embodiment, which will not be described here. ​

[0130] S2042, determine whether there are other trains in the first search segment; understandably, the search is performed sequentially in each logical segment of the first search segment, and each time a logical segment is searched, it is determined whether this logical segment is within the logical segment range of other trains that have been registered in the train control system.

[0131] S2043, when at least one other train exists in the first search segment, the search result for the train is determined as follows: the train currently has a preceding train, and the preceding train is the closest to the maximum safe leading edge of the train among the other trains searched. That is, in this embodiment, if the logical segments within the first search segment are searched sequentially, and at least one of the logical segments contains other trains, it means that a preceding train can already be found in the first search segment. Therefore, in this embodiment, it is not necessary to search in each train search route after the target turnout to determine the preceding train; the preceding train is the one among the other trains searched in the first search segment that is closest to the maximum safe leading edge of the train.

[0132] Furthermore, such as Figure 4 As shown, after step S2042, that is, after determining whether there are other trains in the first search segment, the following steps S2044-S2046 are also included:

[0133] S2044, when no other trains are found in the first search segment, it is determined whether other trains are found in the second search segment. The second search segment includes logical segments in at least two of the connecting basic coordinate systems corresponding to the target turnout within the first search range. That is, when a turnout is found in the first search area, the first turnout encountered is identified as the target turnout. If no preceding train is found in the common area (i.e., the first search segment) of each train search route along the train's direction of travel, the second search segment will be searched. The second search segment is the area following the target turnout that corresponds to different train search routes. At this time, the logical segments in at least two of the connecting basic coordinate systems corresponding to the target turnout within the first search range are all part of the second search segment, regardless of whether the connecting basic coordinate systems are linked to the target turnout, in order to improve the accuracy of the preceding train information. Understandably, the search is performed sequentially in each logical segment of the second search segment according to the direction of travel. Each time a logical segment is searched, it is determined whether this logical segment is within the logical segment range of other trains that have been registered in the train control system, thereby determining whether other trains are found in the second search segment.

[0134] S2045, when there are no other trains in the second search segment, the search result of the train is determined to be that the train currently has no preceding train; that is, when there are no other trains in the first search segment and the second search segment of the first search area, it is indicated that the train currently has no preceding train.

[0135] S2046, when there is another train in the second search segment, the search result for the train is determined to be: the train currently has a preceding train, and the preceding train is the only other train found. That is, when there are no other trains in the first search segment of the first search area, but only one other train exists in the second search segment, it means that the only other train found is the preceding train.

[0136] Furthermore, such as Figure 4 As shown, in step S2044, after determining whether there are other trains in the second search segment, the method further includes:

[0137] S2047, when there are at least two other trains in the second search segment, determine whether the at least two other trains being searched are both located in the same connecting base coordinate system; that is, when there are no other trains in the first search segment of the first search area, but there are at least two other trains in the second search segment, it indicates that the preceding train among the other trains being searched may be one or more, and further judgment is needed by determining whether the at least two other trains being searched are both located in the same connecting base coordinate system.

[0138] S2048, when at least two other trains are located in the same connecting coordinate system, the search result for the train is determined as follows: the train currently has a preceding train, and the preceding train is the closest to the maximum safe front distance of the train among the other trains searched; that is, when at least two other trains are located in the same connecting coordinate system, it means that there are other trains in only one connecting coordinate system. At this time, there is only one preceding train, and the preceding train is the one among the other trains searched that is closest to the maximum safe front distance of the train.

[0139] S2049, when the at least two searched other trains are located in at least two of the connection base coordinate systems respectively, determining the search result of the train as that the train currently has at least two front trains, and the searched other train in each of the at least two connection base coordinate systems closest to the maximum safe front end distance of the train is a front train. That is, when the at least two searched other trains are located in at least two of the connection base coordinate systems respectively, it means that there are at least two other trains in at least two of the connection base coordinate systems, at this time, there are at least two front trains, and there is a front train in each of the connection base coordinate systems in which there is an other train, and the front train is the searched other train in each of the connection base coordinate systems closest to the maximum safe front end distance of the train.

[0140] In an embodiment, the search range includes a second search range; further, the step S203, that is, determining the search range of the train according to the position information of the current coordinate system and the physical connection relationship thereof, includes:

[0141] When the difference between the length of the current coordinate system and the first offset is greater than or equal to a preset search length, in the current coordinate system, a second search area corresponding to the preset search length from the maximum safe front end of the train in the running direction is determined, and a logical section having at least partial overlap with the second search area is recorded as a second search range of the train. That is, if the distance between the maximum safe front end of the train as a search object in the running direction and the terminal boundary point of the current coordinate system in which the train is located (that is, the difference between the length of the current coordinate system and the first offset) is greater than or equal to a preset search length, it means that only the front train needs to be searched in the current coordinate system, at this time, the second search range is entirely located in the current coordinate system. The way of determining the above-mentioned second search range in this embodiment can further guarantee the accuracy of the front train information of the train, and improve the search efficiency.

[0142] Further, the step S204, that is, searching in the search range to determine the front train information of the train, includes:

[0143] Determining whether there is an other train in the second search range; that is, since only the second search range of the current coordinate system needs to be searched, the logical sections in the second search range are searched in sequence along the running direction of the train, and whether each searched logical section is in the logical section range of the other train currently located in the train control system which has completed registration can be determined.

[0144] If no other train exists within the second search range, the search result for the train is determined to be that there is currently no preceding train for that train. Understandably, if the searched logical segment is not within the logical segment of another train, it means there is no preceding train within that logical segment, and the search continues to the next logical segment in the second search range. If the searched logical segment is within the logical segment of another train, it means that the other train is the preceding train of the search target. Understandably, if no preceding train exists within any logical segment of the entire second search range, the search result for the train is determined to be that there is currently no preceding train for that train.

[0145] When at least one other train exists within the second search range, the search result for the train is determined as follows: the train currently has a preceding train, and this preceding train is the closest to the train's maximum safe front end among the other searched trains. That is, in this embodiment, if logical segments within the second search range are searched sequentially, and at least one of these logical segments contains other trains, then the first other train in the first searched logical segment is the preceding train of that train; that is, the preceding train is the closest to the train's maximum safe front end among the other searched trains.

[0146] Understandably, in the above embodiments of the present invention, both the train being searched (target train) and other trains that may be identified as preceding trains need to be in a normal communication connection state with the controller of the train control system. If the communication between the target train and the train control system is interrupted, the train control system will not determine preceding train information for the target train. If, during the process of determining preceding train information for the target train, the communication between other trains and the train control system is interrupted, the other trains with interrupted communication will not appear in the preceding train information determined by the train control system for the target train, but will be skipped.

[0147] According to the above embodiments of the present invention, as an example, Figure 8 The document shows a description of the information regarding the train ahead, in which... Figure 8 Chinese trains ( Figure 8 Each train is represented by the car number X (e.g., cars 1 through 6 represent different trains). The information of the preceding train is as follows:

[0148] Car 1 is preceded by Car 2;

[0149] Car 2's preceding car is Car 4;

[0150] Car 3 is preceded by Car 6;

[0151] The cars ahead of car 4 are cars 5 and 6;

[0152] Car 5 has no car in front of it;

[0153] The front car of the train 6 is the car 3 and the car 4.

[0154] It should be understood that the size of the serial number of each step in the above embodiment does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0155] The present application also provides a controller for executing the above train control method based on the combined coordinate system. The specific settings of the controller of the present application correspond one by one to the train control method based on the combined coordinate system described above, and will not be repeated here. Each module in the above controller can be realized by software, hardware and their combination in whole or in part. Each module described above can be embedded in the form of hardware or independent of the controller in the computer device, or can be stored in the form of software in the memory in the computer device, so as to be called and executed by the controller to perform the operation corresponding to each module.

[0156] As shown in Figure 9 The present application also provides a train control system 1, comprising a controller 11 in communication connection with the on-board controller 2 of the train, and the controller 11 is used to execute the above train control method based on the combined coordinate system.

[0157] The train control system 1 (such as an automatic train supervision system ATS) of the present application can establish a target combined coordinate system corresponding to a train planning path before the initial cycle operation, and then directly determine the front car information of the train by using the target combined coordinate system at each cycle operation. Compared with the prior art, it is not necessary to re-establish the coordinate system according to the current position of the turnout before each cycle operation of the train control system, thereby shortening the operation cycle and improving the operation efficiency. Meanwhile, in the present application, the front car information of all trains in the train planning path can be accurately determined according to the physical linking relationship between each basic coordinate system in the target combined coordinate system and the position information of all trains, and then the train control strategy is executed according to the above-mentioned front car information, the train preset travel route is autonomously planned according to the above-mentioned front car information, and the efficiency of autonomously planning the travel route of the train is improved. The train control strategy according to the front car information can also reduce unnecessary acceleration and deceleration processes during train operation, thereby saving energy, increasing the endurance of the train, improving the efficiency of applying trackside resources (such as turnouts, turn-back tracks, and other trackside resources) of the train, improving the operation efficiency, increasing the passenger carrying capacity, and reducing the line operation cost. Even in the case of train control system crash, the above-mentioned target combined coordinate system and front car information can be used to continue normal operation by other subsystems (such as a train autonomous operation system TACS based on train-to-train communication). In the above-mentioned embodiments, the target combined coordinate system does not need to sort all trains in the train planning path by distance (distance refers to the offset of the train from the origin or reference point of the coordinate system), and the above-mentioned target combined coordinate system is created when the train control system is initially started, thereby eliminating the need to re-establish the coordinate system during the cycle operation of the train control system, greatly simplifying the calculation amount, shortening the operation cycle, and reducing the system load. Moreover, the target combined coordinate system in the present application is two-dimensional, which has better reference than the scheme of regarding each coordinate system as a one-dimensional line segment.

[0158] The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A train control method based on a combined coordinate system, characterized in that, include: Obtain the target combined coordinate system corresponding to the train planning path. The target combined coordinate system includes multiple basic coordinate systems with boundary logical sections. Each of the basic coordinate systems forms a physical link relationship with other basic coordinate systems through the boundary logical sections. Obtain the location information of the train located on the planned train path, and determine the preceding train information of the train based on the location information and the physical link relationship between the basic coordinate systems; The train control strategy is executed on the train based on the preceding vehicle information; The basic coordinate system includes an upward coordinate system and a downward coordinate system; Before obtaining the target combined coordinate system corresponding to the train planning path, the process also includes: Obtain all logical segments in the train planning path; Record the bulb line logic segment, the logic segment containing the turnout, and the terminal logic segment in all the aforementioned logic segments as boundary logic segments, and record all other logic segments in all the aforementioned logic segments except for the boundary logic segments as ordinary logic segments; An upward coordinate system is determined based on the upward linking relationship of the train planning path, as well as all the boundary logical segments and the ordinary logical segments; and a downward coordinate system is determined based on the downward linking relationship of the train planning path, as well as all the boundary logical segments and the ordinary logical segments; wherein, the logical segments are linked through the upward linking relationship and the downward linking relationship, so that each coordinate system has a definite uniqueness; An upward combined coordinate system is generated based on all the aforementioned upward coordinate systems, and a downward combined coordinate system is generated based on all the aforementioned downward coordinate systems; The target combined coordinate system is generated based on the upward combined coordinate system and the downward combined coordinate system.

2. The train control method based on a combined coordinate system according to claim 1, characterized in that, The step of determining the uplink coordinate system based on the uplink connection relationship of the train planning path and all the boundary logical segments and the ordinary logical segments includes: The upward coordinate system is determined according to the following requirements for generating the upward coordinate system: All logical segments in each of the aforementioned uplink coordinate systems are connected sequentially according to the aforementioned uplink link relationship; Each of the above-up coordinate systems contains at least one of the above-up coordinate systems; Each of the ordinary logic segments in the aforementioned uplink coordinate system must be located between two of the aforementioned boundary logic segments; The upward link relationship of all ordinary logical segments in each of the above upward coordinate systems is unique.

3. The train control method based on a combined coordinate system according to claim 1, characterized in that, The step of determining the downlink coordinate system based on the downlink connection relationship of the train planning path and all the boundary logical segments and the ordinary logical segments includes: The downlink coordinate system is determined according to the following downlink coordinate system generation requirements: All logical segments in each of the downlink coordinate systems are connected sequentially according to the downlink link relationship; Each of the downlink coordinate systems contains at least one of the boundary logic segments; Each of the ordinary logic segments in the downlink coordinate system must be located between two of the boundary logic segments; The downlink relationship of all ordinary logical segments in each downlink coordinate system is unique.

4. The train control method based on a combined coordinate system as described in claim 1, characterized in that, The boundary logic segment includes the starting boundary logic segment and the ending boundary logic segment; the physical link relationship includes the uplink physical link relationship; The step of generating an upward combined coordinate system based on all the upward coordinate systems includes: Based on the upward link relationship of the train planning path, obtain the upward starting link coordinate system and the upward ending link coordinate system for each upward coordinate system; wherein, the upward starting link coordinate system refers to the previous basic coordinate system of the starting boundary logical segment of the upward coordinate system in the upward direction, and the upward ending link coordinate system refers to the next basic coordinate system of the ending boundary logical segment of the upward coordinate system in the upward direction. The uplink starting point link coordinate system and the uplink ending point link coordinate system are recorded as the uplink physical link relationship of their corresponding uplink coordinate systems, and an uplink combined coordinate system is generated based on all the uplink coordinate systems and their corresponding uplink physical link relationships.

5. The train control method based on a combined coordinate system as described in claim 1, characterized in that, The boundary logic segment includes the starting boundary logic segment and the ending boundary logic segment; the physical link relationship includes the downlink physical link relationship; The step of generating a downlink combined coordinate system based on all the downlink coordinate systems includes: Based on the downlink relationship of the train planning path, obtain the downlink starting link coordinate system and the downlink ending link coordinate system of each downlink coordinate system; wherein, the downlink starting link coordinate system refers to the previous basic coordinate system of the starting boundary logical segment of the downlink coordinate system in the downlink direction, and the downlink ending link coordinate system refers to the next basic coordinate system of the ending boundary logical segment of the downlink coordinate system in the downlink direction. The downlink starting link coordinate system and the downlink ending link coordinate system are recorded as the downlink physical link relationship of their corresponding downlink coordinate systems, and a downlink combined coordinate system is generated based on all the downlink coordinate systems and their corresponding downlink physical link relationships.

6. The train control method based on a combined coordinate system according to claim 1, characterized in that, Obtaining the location information of the train located on the planned train path includes: Obtain the location information of all trains located on the planned train path, transmitted via the onboard controller. The location information includes: The maximum safe front end of the train is located in the first logical segment on the planned train line, and the maximum safe front end is offset in the first logical segment. The direction of travel of the train, which includes an upward direction or a downward direction.

7. The train control method based on a combined coordinate system according to claim 6, characterized in that, Determining the preceding vehicle information of the train based on the location information and the physical link relationship between the base coordinate system includes: The upward combined coordinate system or the downward combined coordinate system that matches the direction of travel of the train is determined as the matching combined coordinate system of the train; The base coordinate system in which the first logical segment corresponding to the train is located in the matching combination coordinate system is recorded as the current coordinate system of the train; The search range of the train is determined based on the position information of the current coordinate system and its physical links; A search is conducted within the search area to determine the information of the train preceding it.

8. The train control method based on a combined coordinate system according to claim 7, characterized in that, The search range includes the first search range; Determining the search range of the train based on the position information of the current coordinate system and its physical links includes: When the difference between the length of the current coordinate system and the first offset is less than a preset search length, the connecting base coordinate system of the current coordinate system in the direction of travel is determined according to the physical link relationship of the current coordinate system; the connecting base coordinate system is at least one. In the current coordinate system and the connecting basic coordinate system, a first search area corresponding to the preset search length that the train advances from the maximum safe front end along the travel direction is determined, and logical segments that at least partially overlap with the first search area are recorded as the first search range of the train.

9. The train control method based on a combined coordinate system as described in claim 8, characterized in that, The process of searching within the search range to determine the preceding train information includes: When the first search area contains at least one turnout, the first turnout encountered by the train in its direction of travel is determined as the target turnout, and all logical segments in the first search range that are before the target turnout are recorded as the first search segment. Determine whether there are other trains in the first search segment; When there is at least one other train in the first search segment, the search result for the train is determined as follows: the train currently has a preceding train, and the preceding train is the closest to the maximum safe front distance of the train among the other trains searched.

10. The train control method based on a combined coordinate system as described in claim 9, characterized in that, After determining whether there are other trains in the first search segment, the process further includes: When there are no other trains in the first search segment, determine whether there are other trains in the second search segment. The second search segment includes at least two logical segments in the connecting basic coordinate system corresponding to the target turnout in the first search range. If no other trains are found in the second search segment, the search result for the train is determined to be that there is currently no preceding train for that train. When there is another train in the second search segment, the search result for the train is determined to be: the train currently has a preceding train, and the preceding train is the only other train that has been searched.

11. The train control method based on a combined coordinate system as described in claim 10, characterized in that, After determining whether other trains exist in the second search segment, the process also includes: When there are at least two other trains in the second search segment, determine whether the at least two other trains being searched are both located in the same connecting base coordinate system; When at least two other trains are found to be located in the same connection base coordinate system, the search result of the train is determined as follows: the train currently has a preceding train, and the preceding train is the closest to the maximum safe front distance of the train among the other trains found. When at least two other trains are found to be located in at least two of the connecting base coordinate systems, the search result for the train is determined as follows: the train currently has at least two preceding trains, and among the other trains found in each of the connecting base coordinate systems, the train with the closest maximum safe front end distance to the train is the preceding train.

12. The train control method based on a combined coordinate system as described in claim 8, characterized in that, The process of searching within the search range to determine the preceding train information includes: If the first search area does not contain a turnout, determine whether there are other trains in the first search range; If no other trains exist within the first search range, the search result for the train is determined to be that there is currently no preceding train for that train. When there is at least one other train in the first search range, the search result for the train is determined as follows: the train currently has a preceding train, and the preceding train is the closest to the maximum safe front distance of the train among the other trains searched.

13. The train control method based on a combined coordinate system according to claim 7, characterized in that, The search range includes a second search range; Determining the search range of the train based on the position information of the current coordinate system and its physical links includes: When the difference between the length of the current coordinate system and the first offset is greater than or equal to the preset search length, in the current coordinate system, a second search area corresponding to the preset search length that is advanced from the maximum safe front end of the train along the travel direction is determined, and logical segments that at least partially overlap with the second search area are recorded as the second search range of the train.

14. The train control method based on a combined coordinate system as described in claim 13, characterized in that, The search within the search area is performed to determine the preceding vehicle information of the train, including: Determine whether other trains exist within the second search area; If no other trains exist within the second search range, the search result for the train is determined to be that there is currently no preceding train for that train. When there is at least one other train in the second search range, the search result for the train is determined as follows: the train currently has a preceding train, and the preceding train is the closest to the maximum safe front distance of the train among the other trains searched.

15. The train control method based on a combined coordinate system as described in claim 1, characterized in that, The step of implementing a train control strategy based on the preceding vehicle information includes: The train's preset route and / or speed are adjusted based on the information of the preceding train.

16. A controller, characterized in that, The controller is used to execute the train control method based on a combined coordinate system as described in any one of claims 1 to 15.

17. A train control system, characterized in that, The system includes a controller that is communicatively connected to the onboard controller of the train, the controller being used to execute the train control method based on a combined coordinate system as described in any one of claims 1 to 16.

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