Method for adjusting departure time, storage medium, vehicle-mounted controller and rail vehicle

Abstract

The present disclosure relates to a method for adjusting departure time, a storage medium, a vehicle-mounted controller and a rail vehicle, to solve the problem that the vehicle adjusting the departure time does not consider the front driving vehicle and the required resource equipment, which easily leads to the vehicle being forced to stop in the running section. The method comprises: obtaining front vehicle information corresponding to the required resource equipment of the target vehicle on the to-be-driven line, wherein the front sequence vehicle corresponding to the front vehicle information represents a vehicle using the resource equipment before the target vehicle uses the resource equipment; establishing communication with the front sequence vehicle according to the front vehicle information, and obtaining the expected end time of the front sequence vehicle using the resource equipment; determining the expected driving time of the target vehicle driving to the resource equipment; and adjusting the departure time of the target vehicle according to the expected end time, the expected driving time and the planned stopping time of the target vehicle.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle dispatching, in particular to a departure time adjustment method, a storage medium, a vehicle-mounted controller and a rail vehicle. BACKGROUND

[0002] Currently, the train control system based on communication (CBTC) controls the departure time of a rail train in the rail transit industry. After the rail train stops at a platform, the rail train starts to count down according to the station stop time sent by the automatic train supervision (ATS), and departs after the countdown is over. The automatic train supervision system usually adjusts the station stop time of the current platform according to the running time of the rail train in the previous running section, for example, if the running time in the previous running section is overtime, the station stop time of the rail train at the current platform is reduced.

[0003] However, if the rail train finds that the required trackside equipment on the line to be driven is occupied by other trains and cannot be used after departure, the rail train will be forced to stop in the running section, and in the case of an emergency, rescue or evacuation of passengers is very inconvenient. SUMMARY

[0004] The purpose of the present disclosure is to provide a departure time adjustment method, a storage medium, a vehicle-mounted controller and a rail vehicle to solve the problem that the adjustment of the departure time of the vehicle does not consider the front driving vehicle and the required resource equipment, which easily leads to the forced stop of the vehicle in the running section.

[0005] To achieve the above purpose, the first aspect of the present disclosure provides a departure time adjustment method, which comprises:

[0006] obtaining front vehicle information corresponding to a resource equipment required by a target vehicle on a line to be driven, the front vehicle information corresponding to a front sequence vehicle indicating a vehicle using the resource equipment before the target vehicle uses the resource equipment;

[0007] establishing communication with the front sequence vehicle according to the front vehicle information and the front sequence vehicle, and obtaining an estimated end time of the front sequence vehicle using the resource equipment;

[0008] determining an estimated driving time of the target vehicle driving to the resource equipment;

[0009] adjusting the departure time of the target vehicle according to the estimated end time, the estimated driving time and the planned stop time of the target vehicle.

[0010] Optionally, the adjusting the departure time of the target vehicle according to the estimated end time, the estimated driving time and the planned stop time of the target vehicle comprises:

[0011] determining a first time difference between the predicted end time and the predicted travel time;

[0012] adjusting the departure time of the target vehicle according to a maximum value between the first time difference and the planned parking time.

[0013] Optionally, the adjusting the departure time of the target vehicle according to the predicted end time, the predicted travel time and the planned parking time of the target vehicle comprises:

[0014] determining a total time of the planned parking time and the predicted travel time, and determining a second time difference between the predicted end time and the total time;

[0015] adjusting the departure time of the target vehicle according to the second time difference and the planned parking time of the target vehicle.

[0016] Optionally, the adjusting the departure time of the target vehicle according to the second time difference and the planned parking time of the target vehicle comprises:

[0017] if the predicted end time is less than or equal to the total time, the departure time is a departure time determined according to the planned parking time;

[0018] if the predicted end time is greater than the total time, the departure time is adjusted according to a sum of the planned parking time and the second time difference.

[0019] Optionally, the obtaining the preceding vehicle information corresponding to the resource device required by the target vehicle on the to-be-traveled route comprises:

[0020] sending a first query request for the resource device to a vehicle monitoring system;

[0021] receiving the preceding vehicle information corresponding to the resource device fed back by the vehicle monitoring system in response to the first query request, the preceding vehicle information being determined by the vehicle monitoring system according to the resource device and a preset vehicle operation plan.

[0022] Optionally, the establishing communication with the preceding vehicle according to the preceding vehicle information and the preceding vehicle, and obtaining a predicted end time of the preceding vehicle using the resource device comprises:

[0023] sending a second query request for the resource device to the preceding vehicle;

[0024] The pre-vehicle uses the resource device to feed back the estimated end time of the resource device in response to the second query request, and the estimated end time is determined by the pre-vehicle according to the running state of the pre-vehicle and the use of the resource device.

[0025] Optionally, the resource device is multiple, and the first time difference between the estimated end time and the estimated driving time is determined by:

[0026] For each resource device, the difference between the estimated end time and the estimated driving time corresponding to the resource device is determined to obtain multiple difference values, and the maximum value in the multiple difference values is taken as the first time difference.

[0027] Optionally, the method further comprises:

[0028] After the departure time of the target vehicle is adjusted according to the estimated end time, the estimated driving time and the planned parking time of the target vehicle, the steps of obtaining the estimated end time of the pre-vehicle using the resource device and adjusting the departure time of the target vehicle according to the estimated end time, the estimated driving time and the planned parking time of the target vehicle are re-executed at intervals for a preset time period until the target vehicle successfully departs.

[0029] The second aspect of the present disclosure also provides a non-transitory computer readable storage medium having a computer program stored thereon, and the program is executed by a processor to implement the steps of the method of any one of the first aspect.

[0030] The third aspect of the present disclosure also provides a vehicle-mounted controller, comprising:

[0031] A memory having a computer program stored thereon;

[0032] A processor for executing the computer program in the memory to implement the steps of the method of any one of the first aspect.

[0033] The fourth aspect of the present disclosure also provides a rail vehicle comprising the vehicle-mounted controller of the third aspect.

[0034] Through the above technical solutions, at least the following technical effects can be achieved:

[0035] First, the front vehicle information corresponding to the required resource equipment of the target vehicle on the to-be-traveled route is acquired, then the communication with the front vehicle is established according to the front vehicle information, and the predicted end time of the resource equipment used by the front vehicle is acquired. Further, the predicted driving time of the target vehicle driving to the resource equipment is determined, and finally the departure time of the target vehicle is adjusted according to the predicted end time, the predicted driving time and the planned parking time of the target vehicle. By using this method, the departure time of the target vehicle is adjusted by communicating with the front vehicle, combining the running status of the front vehicle and the use of the resource equipment, which can avoid the vehicle being forced to stop in the running section after departure, and further facilitate rescue or evacuation of passengers in emergency situations.

[0036] Other features and advantages of the present disclosure will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0037] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, and are used together with the following specific embodiments to explain the present disclosure, but do not constitute a limitation on the present disclosure. In the drawings:

[0038] Figure 1 is a flow diagram of a departure time adjustment method provided by an embodiment of the present disclosure;

[0039] Figure 2 is a schematic diagram of the target vehicle communicating and interacting;

[0040] Figure 3 is a schematic diagram of a vehicle-mounted controller shown by an embodiment of the present disclosure. DETAILED DESCRIPTION

[0041] The specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure, and are not used to limit the present disclosure.

[0042] It should be noted that all actions of acquiring signals, information or data in the present disclosure are carried out in accordance with the corresponding data protection regulations and policies of the country where the device is located, and with the authorization given by the owner of the corresponding device.

[0043] It should be understood that each of the steps recited in the method embodiments of the present disclosure can be performed in different orders and / or in parallel. In addition, the method embodiments can include additional steps and / or omit performing the steps shown. The scope of the present disclosure is not limited in this respect. The term "comprising" and variations thereof as used herein are open-ended, that is, "comprising but not limited to." The term "based on" is "based at least in part on." The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments." Related definitions will be given in the description below.

[0044] It should be noted that the "first", "second", and the like concepts mentioned in the present disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units. It should be noted that the modification of "one" or "multiple" mentioned in the present disclosure is illustrative and not limiting, and those skilled in the art should understand that unless the context clearly indicates otherwise, it should be understood as "one or more".

[0045] Since the normal operation of the rail train is affected by the front running vehicle, the platform, the turnout, the turn-back track and other trackside equipment, if the front running vehicle is parked and occupies the resource equipment due to unexpected situations such as fire at the front platform, emergency stop button being pressed, platform door failure or other failures, it will cause other vehicles to be unable to operate normally, and if the vehicle has already departed from the platform, it will cause the vehicle to be forced to stop in the running section. Especially for the starting vehicle, since there is no last running section, there is basically no adjustment space for the departure time.

[0046] In this case, if an emergency situation occurs, such as a vehicle fire requiring rescue or evacuation of passengers, or a passenger suddenly falling ill and needing to get off the train for treatment, if the vehicle is forced to stop in the section, it will cause great inconvenience for rescue or evacuation of passengers, not only the efficiency is low, but also the cost is relatively high.

[0047] Therefore, the present disclosure provides a departure time adjustment method, a storage medium, a vehicle controller and a rail vehicle to solve the above problems.

[0048] It should be noted that the departure time adjustment method provided by the embodiments of the present disclosure can be applied to an automatic driving rail vehicle (train) or a manual driving rail vehicle (train), and the execution subject of the method can be a vehicle or an electronic device installed on the vehicle, such as a vehicle on-board controller (VOBC) of the rail vehicle, and the present disclosure does not limit this.

[0049] The technical solutions of the present disclosure are described in detail below with examples.

[0050] The present disclosure provides a method for adjusting departure time, referring to Figure 1 The method comprises the following steps.

[0051] S101, obtaining front vehicle information corresponding to a resource device required by a target vehicle on a to-be-traveled route.

[0052] The front vehicle information corresponds to a front sequence vehicle, which means a vehicle using the resource device before the target vehicle uses the resource device.

[0053] S102, establishing communication with the front sequence vehicle according to the front vehicle information, and obtaining an estimated end time of the front sequence vehicle using the resource device.

[0054] S103, determining an estimated travel time of the target vehicle traveling to the resource device.

[0055] S104, adjusting the departure time of the target vehicle according to the estimated end time, the estimated travel time, and a planned stop time of the target vehicle.

[0056] By using the above method, the departure time of the target vehicle is adjusted by communicating with the front sequence vehicle, combining the operating conditions of the front sequence vehicle and the use of the resource device, which can avoid the vehicle being forced to stop in the operating section after departure, that is, in the case of conflict between the use of the resource device by the front sequence vehicle and the target vehicle, the vehicle is parked in the platform to wait, and then in an emergency, it is convenient for rescue or evacuation of passengers. At the same time, the efficiency of rescue or evacuation of passengers is improved and the cost is reduced.

[0057] In order to make those skilled in the art more understand the method for adjusting departure time provided by the present disclosure, the above steps are described in detail below.

[0058] In a possible manner, obtaining the front vehicle information corresponding to the resource device required by the target vehicle on the to-be-traveled route can be: sending a first query request for the resource device to a vehicle monitoring system, receiving the front vehicle information corresponding to the resource device fed back by the vehicle monitoring system in response to the first query request, and the front vehicle information is determined by the vehicle monitoring system according to the resource device and a preset vehicle operation plan.

[0059] It should be noted that, taking the target vehicle as a track train for example, the vehicle monitoring system refers to an automatic train supervision (ATS), which is responsible for preparing a train diagram, automatically handling train routes according to the train diagram, automatically adjusting train operation intervals, and recording operation data, etc. Among them, the automatic train supervision system will record the vehicle operation plan of the track train and the resource device required for operation, such as platform, turnout, turn-back track and other trackside devices.

[0060] For example, taking the target vehicle as a rail train and the execution subject as a vehicle-mounted controller as an example, after the target vehicle is parked at the platform, the vehicle-mounted controller traverses a resource device list of the target vehicle to query resource devices required by the target vehicle from the current platform to the next platform. The vehicle-mounted controller sends the queried resource device information, such as a resource device ID, to the train automatic monitoring system to request the front vehicle information corresponding to the required resource device. After receiving the query request including the resource device ID, the train automatic monitoring system queries a vehicle operation plan of the day, and returns the front vehicle information corresponding to the resource device ID and used by a front vehicle in front of the target vehicle to the vehicle-mounted controller of the target vehicle. The front vehicle information includes a front vehicle ID, a train number, and a table number, and since the rail train is sequentially operated, for one resource device, only the information corresponding to the front sequence vehicle using the resource device in front of the target vehicle needs to be returned.

[0061] In a possible manner, the establishment of communication with the front sequence vehicle according to the front vehicle information and the acquisition of the predicted end time of the use of the resource device by the front sequence vehicle can be: sending a second query request for the resource device to the front sequence vehicle, receiving the predicted end time of the use of the resource device by the front sequence vehicle fed back by the front sequence vehicle in response to the second query request, and the predicted end time being determined by the front sequence vehicle according to the running state of the front sequence vehicle and the use of the resource device.

[0062] For example, after receiving the front vehicle information, the vehicle-mounted controller establishes a communication connection with the front sequence vehicle corresponding to the front vehicle ID according to the front vehicle ID. The resource device ID is sent to the front sequence vehicle, and after receiving the resource device ID, the vehicle-mounted controller of the front sequence vehicle can combine the train automatic operation system (ATO) to calculate the predicted end time of the use of the resource device according to the running state of the vehicle including the vehicle position information, the operation plan information, the line speed limit, and the use of the resource device, and return the target vehicle.

[0063] It should be noted that the resource devices required by the target vehicle from the current platform to the next platform can include multiple resource devices, and the front sequence vehicles corresponding to the multiple resource devices can be one or multiple. If there are multiple front sequence vehicles corresponding to multiple resource devices, communication is established with the multiple front sequence vehicles respectively. In the embodiment of the present disclosure, the communication between vehicles can be vehicle-to-vehicle communication based on the train autonomous control system (TACS).

[0064] In addition, since the rail train has a turnaround operation, that is, the previous vehicle arrives at the terminal and then turns back. In this case, although the previous vehicle is the previous vehicle using the required resource equipment of the target vehicle, since the vehicle runs on a different track after turning back, there is no resource equipment use conflict with the target vehicle. In order to avoid the waste of communication resources and calculation resources caused by querying and calculating the predicted end time of using the resource equipment in this case, the train number and table number can be requested to be sent by the previous vehicle when the target vehicle communicates with the previous vehicle. If the train number and table number are inconsistent with the train number and table number sent by the train automatic monitoring system, it means that the previous vehicle is a turnaround vehicle, and there is no need to send a second query request for the resource equipment to the previous vehicle. If they are consistent, it means that the target vehicle and the previous vehicle may have a resource equipment use conflict, and a second query request for the resource equipment is sent to the previous vehicle.

[0065] It is worth noting that the predicted end time of using the resource equipment sent by the previous vehicle can be a specific end time, such as 13:02:51, indicating that the previous vehicle ends using the resource equipment at 13:02:51. It can also be a predicted end length calculated based on the current time, such as 3 minutes and 2 seconds, indicating that the previous vehicle ends using the resource equipment after 3 minutes and 2 seconds. The present disclosure does not limit this. After receiving the predicted end time of using the resource equipment sent by the previous vehicle, the on-board controller of the target vehicle can calculate the predicted driving time of the target vehicle to reach the resource equipment according to information including vehicle position information, running plan information, line speed limit, and distance from the resource equipment, in combination with the train automatic operation system. The predicted driving time can be a specific time, or a predicted driving length calculated based on the current time, which is not limited by the present disclosure. Moreover, if the predicted end length and the predicted driving length are calculated, since the communication time and the calculation time of the target vehicle and the previous vehicle are short, the difference between the current times of the two can be ignored. Alternatively, in the case of high accuracy requirements, the current times of the two can also be recorded, and the error can be eliminated by calculation, which is not limited by the present disclosure.

[0066] The following is an example of an embodiment in which the predicted end time sent by the previous vehicle is the predicted end length, and the predicted driving time determined by the target vehicle is the predicted driving length.

[0067] In a possible manner, adjusting the departure time of the target vehicle according to the predicted end time, the predicted driving time and the planned stopping time of the target vehicle can be: determining a first time difference between the predicted end time and the predicted driving time, and adjusting the departure time of the target vehicle according to the maximum value between the first time difference and the planned stopping time.

[0068] For example, a first time difference between the predicted end time and the predicted travel time is calculated. For example, the first vehicle uses the resource device 3 minutes later, and the target vehicle can travel to the resource device 2 minutes later, so the first time difference is 1 minute. For another example, the first vehicle uses the resource device 2 minutes later, and the target vehicle can travel to the resource device 3 minutes later, so the first time difference is -1 minute. In this case, the first time difference can also be set to 0 because there is no conflict. If the first time difference is 1 minute, the vehicle needs to stop for at least 1 minute relative to the current time to avoid the use conflict of the resource device. Further, the planned stop time of the vehicle (which refers to the remaining stop time of the vehicle, that is, the current countdown of the station stop time issued by the ATS) and the first time difference are compared. If the first time difference is less than or equal to the planned stop time, it indicates that the target vehicle departs after the countdown of the planned stop time ends, and there is no use conflict of the resource device with the first vehicle. Therefore, the target vehicle can count down according to the planned stop time and depart normally. If the first time difference is greater than the planned stop time, it indicates that the target vehicle departs after the countdown of the planned stop time ends, and there is a use conflict of the resource device with the first vehicle. Therefore, the target vehicle adjusts the departure time according to the first time difference, and departs after the countdown of the first time difference ends. That is, the departure time of the target vehicle is adjusted according to the maximum value between the first time difference and the planned stop time.

[0069] In a possible manner, adjusting the departure time of the target vehicle according to the predicted end time, the predicted travel time and the planned stop time of the target vehicle can include: determining a total time of the planned stop time and the predicted travel time, and determining a second time difference between the predicted end time and the total time; and adjusting the departure time of the target vehicle according to the second time difference and the planned stop time of the target vehicle.

[0070] For example, the total time of the planned stop time and the predicted travel time is calculated, and the second time difference between the predicted end time and the total time is calculated. For example, the first vehicle uses the resource device 3 minutes later, and the target vehicle can travel to the resource device 1 minute later, and the planned stop time of the target vehicle is 1 minute, so the total time is 2 minutes, and the second time difference is 1 minute. For another example, the first vehicle uses the resource device 2 minutes later, and the target vehicle can travel to the resource device 2 minutes later, and the planned stop time of the target vehicle is 1 minute, so the total time is 3 minutes, and the second time difference is -1 minute.

[0071] Further, in a possible manner, adjusting the departure time of the target vehicle according to the second time difference and the planned stop time of the target vehicle can include: if the predicted end time is less than or equal to the total time, the departure time is the departure time determined according to the planned stop time, or if the predicted end time is greater than the total time, the departure time is adjusted according to the sum of the planned stop time and the second time difference.

[0072] For example, if the expected end time is less than or equal to the total time, i.e., the second time difference is 0 or negative, it indicates that the target vehicle will not conflict with the previous vehicle in using the resource device after the countdown of the planned parking time ends, so the target vehicle can count down according to the planned parking time and normally depart. If the expected end time is greater than the total time, i.e., the second time difference is positive, it indicates that the target vehicle will conflict with the previous vehicle in using the resource device after the countdown of the planned parking time ends, so the target vehicle can extend the second time difference on the basis of the planned parking time to adjust the departure time. That is, the departure time is adjusted according to the sum of the planned parking time and the second time difference.

[0073] In a possible manner, the resource device is multiple, and the first time difference between the expected end time and the expected travel time is determined by: determining, for each resource device, a difference between the expected end time and the expected travel time corresponding to the resource device, obtaining a plurality of difference values, and taking the maximum value in the plurality of difference values as the first time difference.

[0074] For example, if the resource device is multiple, the target vehicle can obtain the expected end time corresponding to each resource device, and determine the expected end time of the target vehicle traveling to each resource device, and then calculate the difference between the expected end time and the expected travel time of each resource device, to obtain a plurality of difference values. Since the target vehicle only needs to ensure that there is no conflict with the previous vehicle when using the resource device corresponding to the maximum value in the plurality of difference values, it can be ensured that there is no conflict with the previous vehicle when using other resource devices. Therefore, the maximum value in the plurality of difference values can be compared with the planned parking time as the first time difference.

[0075] Correspondingly, if the resource device is multiple, the target vehicle can determine a plurality of total times of the planned parking time and a plurality of expected travel times, and then calculate the difference between the expected end time and the total time of each resource device, to obtain a plurality of difference values, take the maximum value in the plurality of difference values as the second time difference, and finally only need to compare whether the target vehicle and the previous vehicle conflict in using the resource device corresponding to the maximum value, and in the case of conflict, adjust the departure time according to the sum of the planned parking time and the second time difference.

[0076] In a possible manner, the method further comprises: after adjusting the departure time of the target vehicle according to the expected end time, the expected travel time and the planned parking time of the target vehicle, re-executing the steps of obtaining the expected end time of the previous vehicle using the resource device to adjusting the departure time of the target vehicle according to the expected end time, the expected travel time and the planned parking time of the target vehicle at a preset interval until the target vehicle successfully departs.

[0077] For example, due to the target vehicle, during the period from the vehicle stops to the successful departure, the preceding vehicle is affected by the sudden situation, which may cause the expected end time of the use of the resource device to change. Therefore, the expected end time of the use of the resource device by the preceding vehicle can be periodically acquired, so that when the expected end time of the use of the resource device by the preceding vehicle changes, the departure time can be timely and flexibly adjusted.

[0078] It should be noted that, since the vehicle needs to apply for the use permission of the resource device to the (Object Controller, OC) before departure, and can only depart after obtaining the use permission allocated by the OC, the on-board controller needs to determine that the station stop time countdown ends and the resource use permission allocated by the OC is received before departure.

[0079] In order to enable those skilled in the art to better understand the method steps of the departure time adjustment method provided by the present disclosure, the following will be described in detail in conjunction with the communication process of the target vehicle and the preceding vehicle, ATS and OC.

[0080] Reference Figure 2 The current vehicle (target vehicle) runs according to the running plan provided by the ATS, and when the current vehicle stops on the platform, it searches for all trackside resources (device resources) required to arrive at the next station and sends them to the ATS. After the ATS inquires, the preceding vehicle information using the trackside resource is fed back to the current vehicle, and the current vehicle establishes communication with the corresponding preceding vehicle according to the preceding vehicle information and inquires the use end time (expected end time) of the trackside resource used by the preceding vehicle. Figure 2 In the above embodiment, two trackside resources are taken as an example, and the current vehicle sends an inquiry request to the preceding vehicle 1 corresponding to the trackside resource ID1 and the preceding vehicle 2 corresponding to the trackside resource ID2 respectively. After receiving the inquiry request, the preceding vehicle 1 and the preceding vehicle 2 calculate the use end time of the trackside resource respectively and feed it back to the current vehicle. The current vehicle calculates the departure time of the current vehicle based on the expected driving time of the current vehicle to the trackside device, the planned parking time and the use end time fed back by the preceding vehicle, so as to avoid the current vehicle being forced to stop in the running interval after departure due to the influence of the preceding vehicle, thereby stopping and waiting on the platform as much as possible in the case of conflict between the use of the resource device by the preceding vehicle and the current vehicle. And apply to the OC for the use permission of the trackside device, and after obtaining the use permission of the trackside device and the station stop time countdown ends, the current vehicle departs.

[0081] Based on the same inventive concept, the present disclosure further provides a non-transitory computer readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned method steps of adjusting the departure time.

[0082] Based on the same inventive concept, the present disclosure further provides an on-board controller, comprising:

[0083] a memory having stored thereon a computer program;

[0084] a processor configured to execute the computer program within the memory to implement the steps of the train departure time adjustment method.

[0085] Based on the same inventive concept, the disclosure also provides a rail vehicle comprising the on-board controller described above.

[0086] Figure 3 is a block diagram of an on-board controller 300 according to an exemplary embodiment. Referring to Figure 3 , the on-board controller 300 comprises a processor 301, which can be one or more in number, and a memory 302 for storing a computer program executable by the processor 301. The computer program stored in the memory 302 can comprise one or more than one module each corresponding to a set of instructions. In addition, the processor 301 can be configured to execute the computer program to perform the train departure time adjustment method described above.

[0087] In addition, the on-board controller 300 can further comprise a power supply component 305, which can be configured to perform power management of the on-board controller 300, and a communication component 303, which can be configured to implement communication of the on-board controller 300, such as wired or wireless communication. In addition, the on-board controller 300 can further comprise an input / output (I / O) interface 304. The on-board controller 300 can operate based on an operating system stored in the memory 302, such as Windows Server TM , Mac OS X TM , Unix TM , Linux TM , and the like.

[0088] In another exemplary embodiment, a computer readable storage medium comprising program instructions is also provided, which program instructions, when executed by a processor, implement the steps of the train departure time adjustment method described above. For example, the non-transitory computer readable storage medium can be the memory 302 described above comprising program instructions executable by the processor 301 of the on-board controller 300 to complete the train departure time adjustment method described above.

[0089] In another exemplary embodiment, a computer program product is also provided, which computer program product contains a computer program capable of being executed by a programmable apparatus, the computer program having code portions for performing the train departure time adjustment method described above when executed by the programmable apparatus.

[0090] The preferred embodiments of the present disclosure are described in detail above with reference to the drawings, but the present disclosure is not limited to the specific details in the above-described embodiments. Various simple modifications can be made to the technical solutions of the present disclosure within the technical concept of the present disclosure, and all these simple modifications shall fall within the protection scope of the present disclosure.

[0091] In addition, it should be noted that each specific technical feature described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not describe each possible combination.

[0092] In addition, any combination of various different embodiments of the present disclosure can also be made, as long as it does not deviate from the idea of the present disclosure, and it shall be considered as disclosed by the present disclosure.

Claims

1. A method for adjusting departure times, characterized in that, Applied to a target vehicle, the method includes: Obtain the preceding vehicle information corresponding to the resource equipment required by the target vehicle on the route to be traveled. The preceding vehicle information refers to the vehicle that used the resource equipment before the target vehicle used the resource equipment. Based on the preceding vehicle information, communication is established with the preceding vehicle, and the estimated end time of the preceding vehicle's use of the resource equipment is obtained. The resource equipment includes turnouts and turnaround rails. The estimated end time is determined by the preceding vehicle based on the preceding vehicle's operating status and the usage of the resource equipment. Determine the estimated travel time for the target vehicle to reach the resource equipment; Determine a first time difference between the estimated end time and the estimated travel time; adjust the departure time of the target vehicle based on the maximum value between the first time difference and the planned parking time; or determine the total time between the planned parking time and the estimated travel time, and determine a second time difference between the estimated end time and the total time; adjust the departure time of the target vehicle based on the second time difference and the planned parking time of the target vehicle.

2. The method according to claim 1, characterized in that, The step of adjusting the departure time of the target vehicle based on the second time difference and the planned parking time of the target vehicle includes: If the estimated end time is less than or equal to the total time, then the departure time is the departure time determined based on the planned parking time; If the estimated end time is greater than the total time, the departure time is adjusted based on the sum of the planned parking time and the second time difference.

3. The method according to claim 1, characterized in that, The step of obtaining the preceding vehicle information corresponding to the resource equipment required by the target vehicle on the route to be traveled includes: Send a first query request for the resource device to the vehicle monitoring system; The vehicle monitoring system receives the preceding vehicle information corresponding to the resource device in response to the first query request. The preceding vehicle information is determined by the vehicle monitoring system based on the resource device and a preset vehicle operation plan.

4. The method according to claim 1, characterized in that, The step of establishing communication with the preceding vehicle based on the preceding vehicle information and obtaining the estimated end time of the preceding vehicle's use of the resource equipment includes: Send a second query request for the resource device to the preceding vehicle; Receive the estimated end time of the preceding vehicle's use of the resource equipment, as responded to by the preceding vehicle in response to the second query request.

5. The method according to claim 1, characterized in that, The resource devices are multiple, and determining the first time difference between the estimated end time and the estimated travel time includes: For each resource device, the difference between the expected end time and the expected travel time corresponding to that resource device is determined, resulting in multiple differences, and the maximum value among the multiple differences is taken as the first time difference.

6. The method according to any one of claims 1-5, characterized in that, The method further includes: After adjusting the departure time of the target vehicle based on the estimated end time, the estimated travel time, and the planned parking time of the target vehicle, the steps of obtaining the estimated end time of the preceding vehicle's use of the resource equipment and adjusting the departure time of the target vehicle based on the estimated end time, the estimated travel time, and the planned parking time of the target vehicle are repeated at preset intervals until the target vehicle successfully departs.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1-6.

8. A vehicle-mounted controller, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-6.

9. A rail vehicle, characterized in that, Includes the vehicle controller as described in claim 8.

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