Method and device for determining a movement authority when trains are running in opposite directions

Abstract

The present disclosure provides a method and device for determining a moving authority of a train when the train is running in opposite directions, the method comprising: selecting at least one point in an overlapping part of a first line section and a second line section as a dangerous point if a moving authority range of the train overlaps with a moving authority range of a neighboring target train running in opposite directions; sending the dangerous point to the neighboring target train to enable the neighboring target train to update a moving authority end point according to the dangerous point; receiving an updated moving authority end point fed back by the neighboring target train, and updating the moving authority of the train according to the updated moving authority end point of the neighboring target train and / or the dangerous point. The embodiment of the present disclosure can update the moving authority of the train according to the updated moving authority end point of the neighboring target train and / or the dangerous point, thereby avoiding a collision between the train and the neighboring target train.

Description

Technical Field

[0001] This disclosure relates to the field of rail transit control technology, and in particular to a method and apparatus for determining movement authorization when trains are running in opposite directions. Background Technology

[0002] When trains are traveling in opposite directions, it is necessary to restrict the movement authorization of the two trains to prevent head-on collisions. In the existing technology, when encountering an adjacent target train traveling in the opposite direction, the train will immediately change its movement authorization endpoint to the front of the adjacent target train and maintain a certain distance. Through communication between the train and the adjacent target train, the movement authorization endpoints are continuously reduced, ultimately ensuring that the train stops at a set safe distance from the adjacent target train.

[0003] However, as the train and the adjacent target train continuously retract their respective movement authorization endpoints, if communication between the train and the adjacent target train is interrupted, the movement authorization range of the train may overlap with that of the adjacent target train, potentially leading to a collision between the two trains. Summary of the Invention

[0004] This disclosure provides a method and apparatus for determining movement authorization when trains are traveling in opposite directions, in order to avoid collisions between the current train and adjacent target trains.

[0005] To achieve the above objectives, this disclosure provides the following technical solution:

[0006] In a first aspect, a method for determining movement authorization when trains are traveling in opposite directions is provided. The method includes: if the movement authorization range of a current train overlaps with the movement authorization range of an adjacent target train traveling in the opposite direction, then selecting at least one point in the overlapping portion of a first line segment and a second line segment as a danger point, wherein the first line segment is determined based on the current train's guaranteed stopping point and movement authorization endpoint, and the second line segment is determined based on the adjacent target train's guaranteed stopping point and movement authorization endpoint; sending the danger point to the adjacent target train so that the adjacent target train updates its movement authorization endpoint based on the danger point; receiving the updated movement authorization endpoint from the adjacent target train, and updating the current train's movement authorization based on the updated movement authorization endpoint of the adjacent target train and / or the danger point, so that the updated movement authorization range of the current train does not overlap with the updated movement authorization range of the adjacent target train.

[0007] In the above method, when the train encounters an adjacent target train traveling in the opposite direction, if the train's movement authorization range overlaps with that of the adjacent target train, the train's movement authorization is updated using the updated movement authorization endpoint and / or danger point of the adjacent target train. This ensures that the updated movement authorization range of the train does not overlap with the updated movement authorization range of the adjacent target train. This directly isolates the train's movement authorization range from that of the adjacent target train, eliminating the process of the train and the adjacent target train continuously shrinking their respective movement authorization endpoints, thus preventing a collision between the train and the adjacent target train.

[0008] In one implementation of the first aspect, a local coordinate system based on the train is established; if the movement authorization range of the train overlaps with the movement authorization range of an adjacent target train traveling in the opposite direction, at least one point in the overlapping portion of a first line segment and a second line segment is selected as a danger point. The first line segment is determined based on the train's guaranteed stopping point and movement authorization endpoint, and the second line segment is determined based on the adjacent target train's guaranteed stopping point and movement authorization endpoint. Specifically, this includes: if the movement authorization range of the train overlaps with the movement authorization range of an adjacent target train traveling in the opposite direction, the track section between the adjacent target train's guaranteed stopping point and movement authorization endpoint is designated as the first line segment, and the track section between the train's guaranteed stopping point and movement authorization endpoint is designated as the second line segment; the overlapping portion of the first line segment and the second line segment is determined based on the coordinates of the adjacent target train's guaranteed stopping point and movement authorization endpoint in the local coordinate system, and the coordinates of the train's guaranteed stopping point and movement authorization endpoint in the local coordinate system; at least one point in the overlapping portion is selected as the danger point.

[0009] In one implementation of the first aspect, a one-dimensional local coordinate system is established, with the current position of the train as the origin and the direction of travel of the train as the direction of the coordinate system. The step of determining the overlapping portion of the first line segment and the second line segment based on the coordinates of the parking guarantee point and the movement authorization endpoint of the adjacent target train in the local coordinate system, and the coordinates of the parking guarantee point and the movement authorization endpoint of the current train in the local coordinate system, specifically includes: selecting the larger coordinate value between the parking guarantee point of the current train and the movement authorization endpoint of the adjacent target train, and selecting the smaller coordinate value between the movement authorization endpoint of the current train and the parking guarantee point of the adjacent target train; and defining the track segment between the larger and smaller coordinate values ​​as the overlapping portion.

[0010] In one implementation of the first aspect, when there is only one danger point, sending the danger point to the adjacent target train so that the adjacent target train updates its mobility authorization destination based on the danger point specifically includes: sending the danger point to the adjacent target train; if the danger point is the danger point closest to the adjacent target train, the adjacent target train uses the danger point as its updated mobility authorization destination; if the danger point is not the danger point closest to the adjacent target train, the adjacent target train uses the danger point closest to it as its updated mobility authorization destination.

[0011] In one implementation of the first aspect, receiving the updated mobility authorization endpoint from the adjacent target train and updating the mobility authorization of the current train based on the updated mobility authorization endpoint of the adjacent target train and / or the danger point, so that the updated mobility authorization range of the current train does not overlap with the updated mobility authorization range of the adjacent target train, specifically includes: if the updated mobility authorization endpoint received from the adjacent target train is the danger point, then updating the mobility authorization of the current train based on the danger point; if the updated mobility authorization endpoint received from the adjacent target train is the danger point closest to the adjacent target train, and the danger point closest to the adjacent target train is located in the overlapping portion, then updating the mobility authorization of the current train based on the danger point or the danger point closest to the adjacent target train; if the updated mobility authorization endpoint received from the adjacent target train is the danger point closest to the adjacent target train, and the danger point closest to the adjacent target train is not located in the overlapping portion, then updating the mobility authorization of the current train based on the danger point.

[0012] In one implementation of the first aspect, when there are two danger points, the danger points include a first danger point and a second danger point, wherein the first danger point is located between the current train and the second danger point; the step of sending the danger point to the adjacent target train so that the adjacent target train updates the movement authorization destination according to the danger point specifically includes: sending the second danger point to the adjacent target train so that the adjacent target train updates the movement authorization destination according to the second danger point.

[0013] In one implementation of the first aspect, sending the second hazard point to the adjacent target train so that the adjacent target train updates its mobility authorization destination based on the second hazard point specifically includes: sending the second hazard point to the adjacent target train; if the second hazard point is the hazard point closest to the adjacent target train, the adjacent target train uses the second hazard point as its updated mobility authorization destination; if the second hazard point is not the hazard point closest to the adjacent target train, the adjacent target train uses the hazard point closest to it as its updated mobility authorization destination.

[0014] In one implementation of the first aspect, receiving the updated mobility authorization endpoint from the adjacent target train and updating the mobility authorization of the current train based on the updated mobility authorization endpoint of the adjacent target train and / or the danger point, so that the updated mobility authorization range of the current train does not overlap with the updated mobility authorization range of the adjacent target train, specifically includes: if the updated mobility authorization endpoint received from the adjacent target train is the second danger point, then updating the mobility authorization of the current train based on the first danger point; if the updated mobility authorization endpoint received from the adjacent target train is the danger point closest to the adjacent target train, then updating the mobility authorization of the current train based on the first danger point or the second danger point.

[0015] In one implementation of the first aspect, if the movement authorization range of the current train overlaps with the movement authorization range of an adjacent target train traveling in the opposite direction to the current train, then at least one point in the overlapping portion of the first line segment and the second line segment is selected as a danger point. The first line segment is determined based on the stopping guarantee point and movement authorization endpoint of the current train, and the second line segment is determined based on the stopping guarantee point and movement authorization endpoint of the adjacent target train. The preceding steps include: obtaining the travel information of the adjacent target train, the travel information including the stopping guarantee point and movement authorization endpoint of the adjacent target train; and determining, based on the travel information of the adjacent target train, whether the movement authorization range of the adjacent target train overlaps with the movement authorization range of the current train.

[0016] In one implementation of the first aspect, the step of obtaining the driving information of the adjacent target train, the driving information including the stop guarantee point and the movement authorization endpoint of the adjacent target train, includes: obtaining the communication address of the adjacent target train; and establishing communication with the adjacent target train based on the communication address.

[0017] In one implementation of the first aspect, the adjacent target train is determined by: acquiring the position information and direction of travel of other trains within a preset range of the current train; and determining the adjacent target train based on the position information and direction of travel of the other trains.

[0018] In one implementation of the first aspect, determining the adjacent target train based on the location information and direction of travel of the other trains specifically includes: determining, from the vehicles traveling in the opposite direction to the current train, the train that is closest to the current train in the current train's planned path as the adjacent target train, based on the location information and direction of travel of the other trains.

[0019] Secondly, a non-transitory computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the method described above.

[0020] Thirdly, an in-vehicle controller is provided, comprising: a processor and a memory; wherein the processor runs a program corresponding to the executable program code by reading executable program code stored in the memory, for implementing the method described above.

[0021] Fourthly, a train is provided, including an antenna and an onboard controller as described above connected to the antenna.

[0022] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of a method for determining movement authorization when trains are running in opposite directions in the prior art;

[0024] Figure 2 This is a schematic flowchart of a method for determining movement authorization when trains are traveling in opposite directions, according to an embodiment of this disclosure.

[0025] Figure 3 This is a schematic flowchart illustrating the selection of a first danger point according to an embodiment of the present disclosure;

[0026] Figure 4 This is a schematic flowchart of determining adjacent target trains according to an embodiment of the present disclosure;

[0027] Figure 5 This is a schematic diagram of a train encountering multiple oncoming trains, provided according to an embodiment of this disclosure;

[0028] Figure 6This is a schematic block diagram of an in-vehicle controller provided according to an embodiment of the present disclosure. Detailed Implementation

[0029] To make the technical problems solved, technical solutions, and beneficial effects of this disclosure clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this disclosure.

[0030] like Figure 1 The diagram illustrates a method for determining movement authorization during oncoming train traffic in the prior art. When a train encounters an adjacent target train traveling in the opposite direction, it establishes communication with the target train, allowing both trains to obtain each other's travel information. The train then changes its movement authorization endpoint to the front of the target train while maintaining a certain distance. Similarly, the target train changes its movement authorization endpoint to the front of the train while maintaining a certain distance. This distance is determined by the current speed and emergency braking rate of both trains, with a pre-set safety distance. In subsequent train traffic, the train and the target train continuously exchange travel information through train-to-train communication, constantly updating their respective movement authorization endpoints, i.e., continuously retracting their respective movement authorization endpoints, ultimately ensuring that the train stops at a pre-set safety distance from the target train.

[0031] However, as the train and the adjacent target train continuously retract their respective movement authorization endpoints, if communication between the train and the adjacent target train is interrupted, the movement authorization range of the train may overlap with that of the adjacent target train, potentially leading to a collision between the two trains.

[0032] To address the aforementioned issues, this disclosure provides a method for determining movement authorization when trains are traveling in opposite directions. The executing entity in this embodiment can be the train's onboard controller or other devices with similar functions; no limitation is made herein.

[0033] like Figure 2 As shown, the method for determining the movement authorization when trains are running in opposite directions includes the following steps:

[0034] S101, if the movement authorization range of this train overlaps with the movement authorization range of an adjacent target train running in the opposite direction to this train, then at least one point in the overlapping part of the first line segment and the second line segment is selected as the danger point, wherein the first line segment is determined based on the stopping guarantee point and the movement authorization end point of this train, and the second line segment is determined based on the stopping guarantee point and the movement authorization end point of the adjacent target train.

[0035] Specifically, the overlapping part of the first and second line segments can be determined by establishing a coordinate system, or by using a point set; there is no limitation here.

[0036] The following example illustrates how to determine the overlapping portion of the first and second line segments by establishing a coordinate system.

[0037] Establish a local coordinate system based on this train, such as Figure 3 As shown, S101 specifically includes steps S201 to S203:

[0038] S201, if the movement authorization range of this train overlaps with the movement authorization range of an adjacent target train running in the opposite direction, then the track section between the stop guarantee point and the movement authorization endpoint of the adjacent target train shall be designated as the first track section, and the track section between the stop guarantee point and the movement authorization endpoint of this train shall be designated as the second track section.

[0039] It should be noted that the above example uses the track segment between the stop guarantee point and the movement authorization endpoint of an adjacent target train as the first track segment, and the track segment between the stop guarantee point and the movement authorization endpoint of the current train as the second track segment. In another example of this disclosure, the first track segment may be the track segment between a point a first preset distance before the stop guarantee point of an adjacent target train and a point a second preset distance after the movement authorization endpoint, and the second track segment may be the track segment between a point a third preset distance before the stop guarantee point of the current train and a point a fourth preset distance after the movement authorization endpoint. The first and second preset distances may be determined based on at least one of the speed and error of the adjacent target trains, and the third and fourth preset distances may be determined based on at least one of the speed and error of the adjacent target trains.

[0040] S202, based on the coordinates of the parking guarantee point and the movement authorization endpoint of the adjacent target train in the local coordinate system, and the coordinates of the parking guarantee point and the movement authorization endpoint of this train in the local coordinate system, determine the overlapping part of the first line segment and the second line segment.

[0041] For example, a one-dimensional local coordinate system is established with the current position of the train as the origin and the direction of travel of the train as the direction of travel. The system selects the larger coordinate value between the train's guaranteed stopping point and the move authorization endpoint of the adjacent target train, and the smaller coordinate value between the train's move authorization endpoint and the train's guaranteed stopping point. The track segment between the larger and smaller coordinate values ​​is defined as the overlapping portion. By establishing a one-dimensional local coordinate system, each point has only one coordinate value, greatly reducing the processing load on the onboard controller. Furthermore, the overlapping portion can be determined simply by comparing the corresponding coordinate values, making the logic simple and reliable, and significantly improving efficiency and safety.

[0042] It should be understood that, based on the above conditions and electronic maps, a two-dimensional or three-dimensional local coordinate system can also be established. If the direction of travel of this train is taken as the X-axis, then the larger x-coordinate value can be selected between the stop guarantee point of this train and the movement authorization endpoint of the adjacent target train; and the smaller x-coordinate value can be selected between the movement authorization endpoint of this train and the stop guarantee point of the adjacent target train; the track section between the larger and smaller x-coordinate values ​​is taken as the overlapping part.

[0043] S203, select at least one point in the overlapping portion as the aforementioned danger point.

[0044] Specifically, there may be one or two danger points; no limit is set here.

[0045] When there is only one danger point, the midpoint of the overlapping part can be selected as the danger point, or the endpoint of the overlapping part can be selected as the danger point; there is no limitation here.

[0046] When there are two danger points, the danger points include a first danger point and a second danger point. The first danger point is located between the train and the second danger point. The first danger point can be selected as the midpoint of the overlapping part or as the endpoint of the overlapping part. There is no limitation here.

[0047] S102, the hazard point is sent to the adjacent target train so that the adjacent target train can update the movement authorization destination based on the hazard point.

[0048] Specifically, after this train sends the hazard point to the adjacent target train, the adjacent target train can directly use the hazard point as the updated motion authorization endpoint of the adjacent target train, or the adjacent target train can determine whether the hazard point is the closest hazard point to the adjacent target train, and update the motion authorization endpoint of the adjacent target train according to the determination result.

[0049] In one possible implementation, when there is only one hazard point, the current train sends the hazard point to the adjacent target train. If the hazard point is the closest hazard point to the adjacent target train, the adjacent target train uses the hazard point as its updated move authorization endpoint. If the hazard point is not the closest hazard point to the adjacent target train, the adjacent target train uses the closest hazard point as its updated move authorization endpoint. Specifically, after the current train sends the hazard point to the adjacent target train, the adjacent target train compares the hazard point with other types of hazard points (such as turnout hazard points, section closure hazard points, trackside resource hazard points, manual path hazard points, obstacle detection hazard points, and manually set forward distance hazard points). If the hazard point is the closest hazard point to the adjacent target train, the adjacent target train uses the hazard point as its updated move authorization endpoint. If the hazard point is not the closest hazard point to the adjacent target train, such as an obstacle detection hazard point, the adjacent target train uses the obstacle detection hazard point as its updated move authorization endpoint. In the above method, before an adjacent target train encounters the current train, it has already compared various types of danger points and selected the least dangerous point as the moving authorization endpoint of the adjacent target train. When it encounters the current train and receives the danger point sent by the current train, the adjacent target train will compare the danger point with other types of danger points again to select the danger point closest to the adjacent target train as the updated moving authorization endpoint of the adjacent target train. This can further ensure the safety of the operation of the adjacent target train and the current train and reduce safety hazards.

[0050] In another possible implementation, when there are two danger points, the current train can send the second danger point to an adjacent target train, so that the adjacent target train can update its mobility authorization destination based on the second danger point. Specifically, the current train sends the second danger point to the adjacent target train. If the second danger point is the danger point closest to the adjacent target train, the adjacent target train will use the second danger point as its updated mobility authorization destination. If the second danger point is not the danger point closest to the adjacent target train, the adjacent target train will use the danger point closest to it as its updated mobility authorization destination. It should be noted that the method for determining whether the second danger point is the danger point closest to the adjacent target train is similar to the case of a single danger point, and will not be elaborated here.

[0051] When there are two danger points, the second danger point can be determined based on the first danger point. Specifically, the second danger point can be determined by comparing coordinate values ​​based on the first danger point, or by comparing the distance to an adjacent target train or the distance to the current train. There is no limitation here.

[0052] S103, receive the updated motion authorization endpoint from the neighboring target train, and update the motion authorization of this train according to the updated motion authorization endpoint and / or danger point of the neighboring target train, so that the updated motion authorization range of this train does not overlap with the updated motion authorization range of the neighboring target train.

[0053] It should be noted that the updated movement authorization range of this train does not overlap with the updated movement authorization range of the adjacent target train in the following situations: the updated movement authorization endpoint of this train is the same as the updated movement authorization endpoint of the adjacent target train.

[0054] In one possible implementation, when there is only one danger point, if the train receives feedback from an adjacent target train that the updated move authorization destination is the danger point, then the train updates its move authorization based on the danger point. If the train receives feedback from an adjacent target train that the updated move authorization destination is the danger point closest to the adjacent target train, and the danger point closest to the adjacent target train is located in an overlapping area, then the train updates its move authorization based on the danger point or the danger point closest to the adjacent target train. If the train receives feedback from an adjacent target train that the updated move authorization destination is the danger point closest to the adjacent target train, and the danger point closest to the adjacent target train is not located in an overlapping area, then the train updates its move authorization based on the danger point.

[0055] In another possible implementation, when there are two danger points, if the train receives feedback from an adjacent target train that the updated move authorization endpoint is the second danger point, then the train updates its move authorization based on the first danger point. Since the first and second danger points are separated by a certain distance, this ensures that the updated move authorization endpoint of the train and the updated move authorization endpoint of the adjacent target train are separated by a certain distance, greatly improving the safety of the operation of both the train and the adjacent target train. If the train receives feedback from an adjacent target train that the updated move authorization endpoint is the danger point closest to the adjacent target train, then the train updates its move authorization based on either the first or second danger point. Since the danger point closest to the adjacent target train is separated by a certain distance from both the first and second danger points, this ensures that the updated move authorization endpoint of the train and the updated move authorization endpoint of the adjacent target train are separated by a certain distance, greatly improving the safety of the operation of both the train and the adjacent target train.

[0056] The method for determining movement authorization when trains are traveling in opposite directions, as provided in this embodiment, involves determining the movement authorization range of a train when it encounters an adjacent target train traveling in the opposite direction. If the movement authorization range of the train overlaps with that of the adjacent target train, a point in the overlapping portion of a first track segment and a second track segment is first selected as a danger point. This danger point is then sent to the adjacent target train, allowing it to update its movement authorization endpoint based on the danger point. The train then receives the updated movement authorization endpoint from the adjacent target train and updates its own movement authorization based on the updated endpoint and / or danger point, ensuring that the updated movement authorization range of the train does not overlap with that of the adjacent target train. This directly isolates the movement authorization range of the train from that of the adjacent target train, eliminating the process of the train and the adjacent target train continuously retracting their respective movement authorization endpoints, thereby preventing a collision between the train and the adjacent target train.

[0057] In one possible implementation, before step S101, the following steps are included: obtaining the driving information of adjacent target trains, which includes the stop guarantee point and the movement authorization endpoint of the adjacent target trains; and determining, based on the driving information of the adjacent target trains, whether the movement authorization range of the adjacent target trains overlaps with the movement authorization range of the current train.

[0058] Specifically, this train can obtain the communication address of the adjacent target train through the target controller, establish communication with the adjacent target train based on the communication address, thereby obtaining the driving information of the adjacent target train, and combine it with its own driving information (including the moving authorization endpoint of this train) to determine whether the moving authorization range of the adjacent target train overlaps with the moving authorization range of this train.

[0059] In addition, this train can also directly obtain the driving information of adjacent target trains from the target controller, and combine it with its own driving information to determine whether the movement authorization range of the adjacent target train overlaps with the movement authorization range of this train.

[0060] It should be explained that the target controller is a track resource control and management device in the train autonomous operation system, used for allocating, saving and updating track resources.

[0061] In another possible implementation, before step S101, the target controller receives the travel information of the current train and the adjacent target train respectively, and determines whether the travel authorization range of the adjacent target train overlaps with the travel authorization range of the current train by combining the travel information of the two.

[0062] In one possible implementation, see [reference] Figure 4 The adjacent target trains can be determined by following these steps:

[0063] S301: Obtain the location information and direction of travel of other trains within a preset range of this train.

[0064] Specifically, this train can obtain the communication addresses of other trains within a preset range through the target controller, and establish communication with other trains within the preset range based on the corresponding communication addresses, thereby obtaining the location information and running direction of other trains within the preset range.

[0065] In addition, this train can also directly obtain the location information and direction of travel of other trains within a preset range from the target controller.

[0066] It should be noted that the preset range can be set according to the range governed by the target controller or according to the line requirements; there is no limitation here.

[0067] For example, based on the location information and direction of travel of other trains, the train closest to this train on its planned route can be identified from among the vehicles traveling in the opposite direction. This allows for the rapid identification of adjacent target trains, ensuring the determination of subsequent movement authorizations for both the current train and adjacent target trains, thus improving operational safety.

[0068] like Figure 5 As shown in the figure, the arrows represent the running directions of the corresponding trains. During operation, this train will acquire the position information and running directions of trains A, B, and C within a preset range. Trains A, B, and C all run in the opposite direction to this train. If the planned path of this train is the first path, then train A will be designated as the adjacent target train because train A is closer to this train than train C. If the planned path of this train is the second path, then train B will be designated as the adjacent target train because the second path only contains train B.

[0069] Figure 6 This is a schematic block diagram of an in-vehicle controller according to an embodiment of the present disclosure. The in-vehicle controller 200 includes a memory 20 and a processor 21. The processor 21 runs a program corresponding to the executable program code by reading the executable program code stored in the memory 20, so as to implement the method described in the above embodiment.

[0070] Processor 11 or processor 21 may be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0071] The memory 10 or memory 20 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc.

[0072] To implement the above embodiments, this disclosure also proposes a non-transitory computer-readable storage medium.

[0073] The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, implements the method described in the above embodiments.

[0074] In one alternative implementation, this embodiment may employ any combination of one or more computer-readable media. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium may be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0075] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0076] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0077] Computer program code for performing the operations of this disclosure can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as "C" or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0078] To implement the above embodiments, this disclosure also proposes a computer program product. When the computer program is executed by a processor, it implements the methods described in the above embodiments.

[0079] To implement the above embodiments, this disclosure also proposes a train that includes an antenna and an on-board controller connected to the antenna as described above, the train being able to communicate with a target controller or other trains via the antenna.

[0080] In this disclosure, unless otherwise expressly specified and limited, the terms "setup," "connection," etc., should be interpreted broadly. For example, they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0081] In the description of this specification, references to the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example that is included in at least one embodiment or example of this disclosure.

[0082] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature.

[0083] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of preferred embodiments of this disclosure includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this disclosure pertain.

[0084] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0085] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it includes one or a combination of the steps of the method embodiments.

[0086] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A method for determining movement authorization when trains are traveling in opposite directions, characterized in that, The method includes: If the movement authorization range of this train overlaps with the movement authorization range of an adjacent target train running in the opposite direction to this train, then at least one point in the overlapping part of the first line segment and the second line segment is selected as the danger point. The first line segment is determined based on the stopping guarantee point and the movement authorization end point of this train, and the second line segment is determined based on the stopping guarantee point and the movement authorization end point of the adjacent target train. The danger point is sent to the adjacent target train so that the adjacent target train updates its movement authorization destination based on the danger point; The system receives the updated movement authorization endpoint from the adjacent target trains, and updates the movement authorization of the current train based on the updated movement authorization endpoints of the adjacent target trains and / or the danger point, so that the updated movement authorization range of the current train does not overlap with the updated movement authorization range of the adjacent target trains; wherein The method further includes: Establish a local coordinate system based on the train. If the movement authorization range of this train overlaps with the movement authorization range of an adjacent target train traveling in the opposite direction, then at least one point in the overlapping portion of the first line segment and the second line segment is selected as a danger point. The first line segment is determined based on the stopping guarantee point and movement authorization endpoint of this train, and the second line segment is determined based on the stopping guarantee point and movement authorization endpoint of the adjacent target train. Specifically, this includes: If the movement authorization range of this train overlaps with the movement authorization range of an adjacent target train running in the opposite direction to this train, then the track section between the stop guarantee point and the movement authorization end point of the adjacent target train shall be designated as the first track section, and the track section between the stop guarantee point and the movement authorization end point of this train shall be designated as the second track section. Based on the coordinates of the parking guarantee point and movement authorization endpoint of the adjacent target train in the local coordinate system, and the coordinates of the parking guarantee point and movement authorization endpoint of the current train in the local coordinate system, the overlapping portion of the first line segment and the second line segment is determined. At least one point in the overlapping portion is selected as the danger point.

2. The method according to claim 1, characterized in that, A one-dimensional local coordinate system is established with the current position of the train as the origin of the coordinate system and the direction of the train's movement as the direction of the coordinate system. The step of determining the overlapping portion of the first line segment and the second line segment based on the coordinates of the stop guarantee point and movement authorization endpoint of the adjacent target train in the local coordinate system, and the coordinates of the stop guarantee point and movement authorization endpoint of the current train in the local coordinate system, specifically includes: Select the larger coordinate value between the parking guarantee point of the current train and the movement authorization endpoint of the adjacent target train, and select the smaller coordinate value between the movement authorization endpoint of the current train and the parking guarantee point of the adjacent target train. The track segment between the larger coordinate value and the smaller coordinate value is defined as the overlapping portion.

3. The method according to claim 1 or 2, characterized in that, When there is only one danger point, the step of sending the danger point to the adjacent target train so that the adjacent target train updates its movement authorization destination based on the danger point specifically includes: Send the danger point to the adjacent target train; If the danger point is the closest danger point to the adjacent target train, the adjacent target train will use the danger point as the updated move authorization destination of the adjacent target train; If the danger point is not the danger point closest to the adjacent target train, the adjacent target train will use the danger point closest to the adjacent target train as the updated move authorization destination of the adjacent target train.

4. The method according to claim 3, characterized in that, The step of receiving the updated mobility authorization endpoint from the neighboring target trains, and updating the mobility authorization of the current train based on the updated mobility authorization endpoints of the neighboring target trains and / or the danger point, so that the updated mobility authorization range of the current train does not overlap with the updated mobility authorization range of the neighboring target trains, specifically includes: If the updated movement authorization endpoint received from the adjacent target train is the danger point, then the movement authorization of the current train is updated according to the danger point; If the destination of the updated mobility authorization received from the adjacent target train is the nearest danger point to the adjacent target train, and the nearest danger point to the adjacent target train is located in the overlapping part, then the mobility authorization of the current train is updated according to the danger point or the nearest danger point to the adjacent target train. If the updated movement authorization endpoint received from the adjacent target train is the nearest danger point to the adjacent target train, and the nearest danger point to the adjacent target train is not located in the overlapping area, then the movement authorization of the current train is updated according to the danger point.

5. The method according to claim 1 or 2, characterized in that, When there are two danger points, the danger points include a first danger point and a second danger point, and the first danger point is located between the train and the second danger point; The step of sending the hazard point to the adjacent target train, so that the adjacent target train updates its movement authorization destination based on the hazard point, specifically includes: The second hazard point is sent to the adjacent target train so that the adjacent target train updates its movement authorization destination based on the second hazard point.

6. The method according to claim 5, characterized in that, The step of sending the second hazard point to the adjacent target train, so that the adjacent target train updates its movement authorization destination based on the second hazard point, specifically includes: Send the second danger point to the adjacent target train; If the second danger point is the danger point closest to the adjacent target train, the adjacent target train will use the second danger point as the updated move authorization destination of the adjacent target train; If the second danger point is not the danger point closest to the adjacent target train, the adjacent target train will use the danger point closest to the adjacent target train as the updated move authorization destination of the adjacent target train.

7. The method according to claim 6, characterized in that, The step of receiving the updated mobility authorization endpoint from the neighboring target trains, and updating the mobility authorization of the current train based on the updated mobility authorization endpoints of the neighboring target trains and / or the danger point, so that the updated mobility authorization range of the current train does not overlap with the updated mobility authorization range of the neighboring target trains, specifically includes: If the updated movement authorization endpoint received from the adjacent target train is the second danger point, then the movement authorization of the current train is updated according to the first danger point; If the updated movement authorization destination received from the neighboring target train is the nearest danger point to the neighboring target train, then the movement authorization of the current train is updated according to the first danger point or the second danger point.

8. The method according to claim 1, characterized in that, If the movement authorization range of this train overlaps with the movement authorization range of an adjacent target train traveling in the opposite direction, then at least one point in the overlapping portion of the first line segment and the second line segment is selected as a danger point. The first line segment is determined based on the stop guarantee point and movement authorization endpoint of this train, and the second line segment is determined based on the stop guarantee point and movement authorization endpoint of the adjacent target train. This includes the following prior steps: Obtain the driving information of the adjacent target train, the driving information including the stop guarantee point and the movement authorization end point of the adjacent target train; Based on the travel information of the adjacent target trains, determine whether the movement authorization range of the adjacent target trains overlaps with the movement authorization range of the current train.

9. The method according to claim 8, characterized in that, The step of obtaining the travel information of the adjacent target train, the travel information including the stop guarantee point and movement authorization endpoint of the adjacent target train, includes the following: Obtain the communication addresses of the adjacent target trains; Based on the communication address, establish communication with the adjacent target train.

10. The method according to claim 1, 8, or 9, characterized in that, The adjacent target trains are determined according to the following method: Obtain the location information and direction of travel of other trains within a preset range of this train; The adjacent target train is determined based on the location information and direction of travel of the other trains.

11. The method according to claim 10, characterized in that, The step of determining the adjacent target train based on the location information and direction of travel of the other trains specifically includes: Based on the location information and direction of travel of the other trains, the train that is closest to the current train in the planned path of the current train is determined from the vehicles traveling in the opposite direction to the current train as the adjacent target train.

12. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1-11.

13. A vehicle-mounted controller, characterized in that, include: Processor and memory; The processor reads executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement the method as described in any one of claims 1-11.

14. A train, characterized in that, Includes an antenna and an on-board controller as described in claim 13 connected to the antenna.

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