Mobile authorization processing method based on vehicle-to-vehicle communication and vehicle-mounted equipment

Abstract

The invention discloses a mobile authorization processing method based on vehicle-to-vehicle communication and vehicle-mounted equipment. The method comprises the following steps: acquiring an initial mobile authorization starting point and first control information of a vehicle at the current moment, and second control information of a front vehicle; determining whether a mobile authorization condition is satisfied according to the first control information and the second control information; if yes, determining a target movement authorization terminal point of the vehicle according to the second speed, the second position, the deceleration of the front vehicle and the first set safety distance; according to the relation between the target movement authorization terminal point and the minimum rear end safety position of the front vehicle, determining an added obstacle point; determining description information of an initial movement authorization starting point, a target movement authorization end point and an obstacle point and route information of a road section between the initial movement authorization starting point and the target movement authorization end point as target movement authorization information; and applying the target movement authorization information to control the vehicle to run. And the operation efficiency of the train is improved while the operation safety is ensured.

Description

Technical Field

[0001] The present application relates to the technical field of rail transit operation control, and in particular to a mobile authorization processing method and vehicle-mounted equipment based on vehicle-to-vehicle communication. Background Art

[0002] With the development of the rail transit industry, the safety and automation of rail transit systems have been continuously improved, and the signal systems of trains have become more integrated and efficient. Therefore, operational efficiency has always been the focus of attention.

[0003] In the related art, the train controls the train according to the authorization information sent from the ground controller (OC). However, usually, in the authorization information sent by the ground controller, the authorized end point of the train is usually behind the preceding train. Although this method ensures the safety of the train, it has little effect on improving the running speed of the train and improving the operational efficiency.

[0004] Therefore, a method to improve operational efficiency is urgently needed. Summary of the invention

[0005] In an exemplary embodiment of the present application, a mobile authorization processing method and a vehicle-mounted device based on vehicle-to-vehicle communication are provided to improve the operating efficiency of the train.

[0006] According to a first aspect of an exemplary embodiment, a method for processing mobile authorization based on vehicle-to-vehicle communication is provided, the method comprising:

[0007] Obtaining the initial movement authorization starting point and first control information of the vehicle at the current moment, and the second control information of the preceding vehicle; wherein the preceding vehicle is located in front of the vehicle in the running direction; the first control information includes part or all of the first speed, first position, first operation mode and first operation level of the vehicle; the second control information includes part or all of the second speed, second position, second operation mode and second operation level;

[0008] determining, according to the first control information and the second control information, whether a mobile authorization condition is met;

[0009] If so, determining the target movement authorization end point of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance;

[0010] Determine the additional obstacle point based on the relationship between the target movement authorization end point and the minimum rear end safety position of the preceding vehicle;

[0011] Determine the initial movement authorization starting point, the target movement authorization end point, description information of the obstacle point, and route information of the section between the initial movement authorization starting point and the target movement authorization end point as the target movement authorization information;

[0012] The target movement authorization information is used to control the operation of the vehicle.

[0013] According to a second aspect of an exemplary embodiment, there is provided a vehicle-mounted device, including a processor and a data transmission unit;

[0014] The data transfer unit is configured to perform:

[0015] Obtaining the initial movement authorization starting point and first control information of the vehicle at the current moment, and the second control information of the preceding vehicle; wherein the preceding vehicle is located in front of the vehicle in the running direction; the first control information includes part or all of the first speed, first position, first operation mode and first operation level of the vehicle; the second control information includes part or all of the second speed, second position, second operation mode and second operation level;

[0016] A processor configured to execute:

[0017] determining, according to the first control information and the second control information, whether a mobile authorization condition is met;

[0018] If so, determining the target movement authorization end point of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance;

[0019] Determine the additional obstacle point based on the relationship between the target movement authorization end point and the minimum rear end safety position of the preceding vehicle;

[0020] Determine the initial movement authorization starting point, the target movement authorization end point, description information of the obstacle point, and route information of the section between the initial movement authorization starting point and the target movement authorization end point as the target movement authorization information;

[0021] The target movement authorization information is used to control the operation of the vehicle.

[0022] According to a third aspect of an exemplary embodiment, a mobile authorization processing device based on vehicle-to-vehicle communication is provided, comprising:

[0023] The information acquisition unit is used to: acquire the initial movement authorization starting point and first control information of the vehicle at the current moment, and the second control information of the preceding vehicle; wherein the preceding vehicle is located in front of the running direction of the vehicle; the first control information includes part or all of the first speed, first position, first operation mode and first operation level of the vehicle; the second control information includes part or all of the second speed, second position, second operation mode and second operation level;

[0024] A judging unit, configured to: determine whether a mobile authorization condition is met according to the first control information and the second control information;

[0025] A determination unit, configured to determine a target movement authorization end point of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance when the movement authorization condition is met;

[0026] The determination unit is further used to: determine the added obstacle point according to the relationship between the target movement authorization end point and the minimum rear end safety position of the preceding vehicle;

[0027] The determination unit is further used to: determine the initial movement authorization starting point, the target movement authorization end point, the description information of the obstacle point, and the route information of the section between the initial movement authorization starting point and the target movement authorization end point as the target movement authorization information;

[0028] The control unit is used to: apply the target movement authorization information to control the operation of the vehicle.

[0029] According to a fourth aspect of an exemplary implementation, a computer storage medium is provided, in which computer program instructions are stored. When the instructions are executed on a computer, the computer executes the mobile authorization processing method based on vehicle-to-vehicle communication as in the first aspect.

[0030] In the embodiment of the present application, the initial mobile authorization starting point and the first control information of the vehicle at the current moment, as well as the second control information of the preceding vehicle, are obtained. The preceding vehicle is located in front of the running direction of the vehicle. The first control information here includes part or all of the first speed, first position, first operation mode and first operation level of the vehicle; the second control information includes part or all of the second speed, second position, second operation mode and second operation level. Secondly, for operational safety, first determine whether the mobile authorization condition is met according to the first control information and the second control information. If the mobile authorization condition is met, then determine the target mobile authorization end point of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance. In addition, for operational safety, determine the added obstacle point according to the relationship between the target mobile authorization end point and the minimum rear end safety position of the preceding vehicle. Finally, determine the initial mobile authorization starting point, the target mobile authorization end point, the description information of the obstacle point and the route information of the section between the initial mobile authorization starting point and the target mobile authorization end point as the target mobile authorization information, and then apply the target mobile authorization information to control the operation of the vehicle. In this method, the calculated target movement authorization end point replaces the initial movement authorization starting point, and the target movement authorization end point is allowed to pass the preceding vehicle, so that the vehicle decelerates later during operation, thereby increasing the vehicle's operating speed and thus improving the train's operating efficiency. At the same time, route information and added obstacle points can also ensure operational safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0032] Figure 1 A schematic diagram of a driving control curve in a related technology provided by an embodiment of the present application is exemplified;

[0033] Figure 2 A flowchart of a mobile authorization processing method based on vehicle-to-vehicle communication provided by an embodiment of the present application is exemplarily shown;

[0034] Figure 3 A flowchart of a method for determining a target movement authorization endpoint of a vehicle provided in an embodiment of the present application is exemplarily shown;

[0035] Figure 4 A flowchart of a method for determining whether a target mobile authorization endpoint is valid provided by an embodiment of the present application is exemplified;

[0036] Figure 5 A schematic diagram of a mobile authorization provided by an embodiment of the present application is exemplarily shown;

[0037] Figure 6 A schematic diagram of a driving control curve for mobile authorization provided in an embodiment of the present application is exemplarily shown;

[0038] Figure 7 A schematic diagram of another driving control curve of mobile authorization provided in an embodiment of the present application is exemplarily shown;

[0039] Figure 8 A flowchart of a complete mobile authorization processing method based on vehicle-to-vehicle communication provided by an embodiment of the present application is exemplified;

[0040] Fig. 9 The structure diagram of a mobile authorization processing device based on vehicle-to-vehicle communication provided by an embodiment of the present application is exemplarily shown;

[0041] Fig.10 A schematic structural diagram of a vehicle-mounted device provided in an embodiment of the present application is exemplarily shown. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application.

[0043] For ease of understanding, the terms involved in the embodiments of the present application are explained below:

[0044] (1) Movement authorization: In the train operation control system, a train is authorized to enter and pass through a specific track section according to a given running direction. Movement authorization is issued and supervised by the core ground controller before each communication cycle. Movement authorization information includes the authorized starting point and the authorized end point. During the movement of the train, the authorized end point cannot be crossed.

[0045] (2) Turnout: A track connection device that allows locomotives and vehicles to transfer from one track to another. It is usually installed in large quantities at stations and marshaling yards. Turnouts can fully utilize the line's capacity. Each set of turnouts consists of a switch, a switch core, two guard rails and a switch sleeper. A long handle uses the principle of a lever to move the two movable rails, allowing the vehicle wheel flange to drive into the predetermined route in the direction of opening.

[0046] (3) Operating mode: including automatic mode (AM) and code train operating mode (CM).

[0047] In AM mode, the train's door opening and closing operations, traction braking, etc. are all controlled and operated by the signal system.

[0048] CM mode is a manual driving mode under the supervision of the automatic train protection (ATP) subsystem. In this mode, ATP gives speed codes for recommended speed, warning speed and braking speed. The driver only needs to drive the train according to the given speed codes. However, in this mode, ATP is only responsible for ensuring driving safety. Other operations such as door opening and closing, traction braking, etc. are manually performed by the driver.

[0049] (4) Operation level:

[0050] Interlocking level, blocking control is performed on the basis of routes.

[0051] Point control level, a control level where trains obtain movement authorization based on variable transponders.

[0052] At the continuous control level, the train obtains movement authorization by exchanging real-time data with the trackside ATP via wireless.

[0053] With the development of the rail transit industry, the safety and automation of rail transit systems have been continuously improved, and the signal systems of trains have become more integrated and efficient. Therefore, operational efficiency has always been the focus of attention.

[0054] In the related art, the train controls the train according to the authorization information sent from the ground controller. However, usually, in the authorization information sent by the ground controller, the authorized end point of the train is usually behind the preceding train. Although this method ensures the safety of the train, it has little effect on improving the running speed of the train and improving the operational efficiency.

[0055] Therefore, a method to improve operational efficiency is urgently needed.

[0056] To this end, an embodiment of the present application provides a method for processing mobile authorization based on vehicle-to-vehicle communication. In this method, the speed, position, operation mode, and operation level of the vehicle and the preceding vehicle are used to first calculate whether the mobile authorization conditions are met. If the mobile authorization conditions are met, the new mobile authorization end point of the vehicle is determined based on the speed, position, and deceleration of the preceding vehicle and the set safety distance. In addition, for safety reasons, obstacle points are added, and the initial mobile authorization starting point of the vehicle, the calculated new mobile authorization end point, the description information of the obstacle points, and the route information between the initial mobile authorization starting point and the new mobile authorization end point are used as target mobile authorization information. The target mobile authorization information is used to control the operation of the vehicle. Since the position, speed, acceleration, and other information of the preceding vehicle are taken into account in this process, the new authorization end point can pass the preceding vehicle, which ensures the safety of operation on the one hand, and improves the operating efficiency of the vehicle on the other hand.

[0057] After introducing the design ideas of the embodiments of the present application, the following briefly introduces the application scenarios to which the technical solutions of the embodiments of the present application can be applied. It should be noted that the application scenarios introduced below are only used to illustrate the embodiments of the present application and are not limited. In specific implementation, the technical solutions provided by the embodiments of the present application can be flexibly applied according to actual needs.

[0058] refer to Figure 1 , showing a schematic diagram of a driving control curve in the related art, through Figure 1 It can be seen that the destination of the movement authorization received by this train from the ground controller is always behind the preceding train. Although safety is guaranteed, it has little effect on improving the operational efficiency of the train.

[0059] To further illustrate the technical solution provided by the embodiment of the present application, this is described in detail below in conjunction with the accompanying drawings and specific implementation methods. Although the embodiment of the present application provides the method operation steps shown in the following embodiments or drawings, more or fewer operation steps may be included in the method based on routine or no creative labor. In the steps where there is no necessary causal relationship logically, the execution order of these steps is not limited to the execution order provided in the embodiment of the present application.

[0060] refer to Figure 2A flowchart of a mobile authorization processing method based on vehicle-to-vehicle communication is shown to illustrate the technical solution provided in an embodiment of the present application.

[0061] S201: Obtain the initial movement authorization starting point and first control information of the vehicle at the current moment, and the second control information of the preceding vehicle.

[0062] S202: Determine whether the mobile authorization condition is met according to the first control information and the second control information, and if so, execute S203.

[0063] S203: Determine the target movement authorization end point of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance.

[0064] S204: Determine an additional obstacle point based on the relationship between the target movement authorization end point and the minimum rear end safety position of the preceding vehicle.

[0065] S205: Determine the initial movement authorization starting point, the target movement authorization end point, description information of the obstacle point, and route information of the section between the initial movement authorization starting point and the target movement authorization end point as the target movement authorization information.

[0066] S206: Apply the target movement authorization information to control the operation of the vehicle.

[0067] Obtain the initial mobile authorization starting point and first control information of the vehicle at the current moment, as well as the second control information of the preceding vehicle, which is located in front of the running direction of the vehicle. The first control information here includes part or all of the first speed, first position, first operation mode and first operation level of the vehicle; the second control information includes part or all of the second speed, second position, second operation mode and second operation level. Secondly, for operational safety, first determine whether the mobile authorization conditions are met according to the first control information and the second control information. If the mobile authorization conditions are met, then determine the target mobile authorization end point of the vehicle according to the second speed, second position, deceleration of the preceding vehicle and the first set safety distance. In addition, for operational safety, determine the added obstacle point according to the relationship between the target mobile authorization end point and the minimum rear end safety position of the preceding vehicle. Finally, determine the initial mobile authorization starting point, the target mobile authorization end point, the description information of the obstacle point and the route information of the section between the initial mobile authorization starting point and the target mobile authorization end point as the target mobile authorization information, and then apply the target mobile authorization information to control the operation of the vehicle. In this method, the calculated target movement authorization end point replaces the initial movement authorization starting point, and the target movement authorization end point is allowed to pass the preceding vehicle, so that the vehicle decelerates later during operation, thereby increasing the vehicle's operating speed and thus improving the train's operating efficiency. At the same time, route information and added obstacle points can also ensure operational safety.

[0068] In the embodiment of the present application, it is first determined that the preceding vehicle can communicate with the present vehicle, and then the identification information of the preceding vehicle is obtained, and then the vehicle information of the preceding vehicle is determined based on the identification information of the preceding vehicle, and then the preceding vehicle is determined to be a valid vehicle based on the vehicle information.

[0069] Among them, the automatic train supervision (ATS) device determines whether there is a communicable train in front of the vehicle based on the operation plan or line information. If there is, the on-board equipment periodically communicates with the ATS device to obtain the identification information of the preceding vehicle through the ATS device. The identification information can uniquely identify a train. The communication protocol of each vehicle can be associated with the communication identification. The preceding vehicle with the same communication protocol as the vehicle is a valid vehicle. Therefore, the preceding vehicle can be determined as a valid vehicle based on the vehicle information. The communication protocols of the vehicle and the preceding vehicle are the same, which not only ensures communication transmission, but also improves the security of data transmission.

[0070] In addition, to ensure safety, when the communication between this vehicle and the preceding vehicle is interrupted, the use of the fused mobile authorization to control the train is stopped, and the mobile authorization starting point and mobile authorization end point sent by the ground controller can be used to control the train operation.

[0071] In a possible implementation, if the identification information of the preceding vehicle cannot be obtained, a deregistration message is sent to the preceding vehicle to instruct the stopping of the mobile authorization operation.

[0072] In subsequent embodiments, the preceding vehicle refers to a valid vehicle that can communicate with the host vehicle.

[0073] Involving S201, the preceding vehicle is located ahead of the vehicle in the running direction, and the first control information includes part or all of the first speed, first position, first operating mode and first operating level of the vehicle; the second control information includes part or all of the second speed, second position, second operating mode and second operating level.

[0074] For any train, the mobile authorization starting point and mobile authorization end point sent by the ground controller are received in real time. In the embodiment of the present application, at the current moment, the mobile authorization starting point of the vehicle obtained is called the initial mobile authorization starting point, and the mobile authorization end point of the vehicle obtained is called the initial mobile authorization end point. Among them, the mobile authorization terminal is usually located behind the preceding vehicle. If the initial mobile authorization starting point is directly used to control the operation of the train, the operating efficiency is low.

[0075] Therefore, in an embodiment of the present application, a new set of mobile authorization information is calculated to control the operation of the train to improve the operating efficiency of the train.

[0076] In S202, it is determined whether a mobile authorization condition is met according to the first control information and the second control information.

[0077] Optionally, the movement authorization conditions include that the first operating mode and the second operating mode are the same and meet the set mode conditions; the first operating level and the second operating level are the same and meet the set level conditions; the second operating speed is greater than the set speed threshold; the running direction of the vehicle is the same as the running direction of the preceding vehicle.

[0078] That is, not only the first operation mode and the second operation mode are not only the same, but also they meet the set mode condition, for example, they are both CM operation modes; not only the first operation level and the second operation level are not only the same, but also they meet the set level condition, for example, they are both CTC operation levels. The second operation speed is greater than the set speed threshold, wherein the set speed threshold may be 0, that is, the second operation speed is not in a stationary state.

[0079] In S203, if it is determined that the movement authorization condition is met, the target movement authorization end point of the vehicle is determined according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance.

[0080] Among them, deceleration refers to the acceleration during the deceleration process, and the deceleration of the front vehicle includes the maximum emergency braking deceleration of the front vehicle and the equivalent deceleration of the maximum uphill slope of the front vehicle.

[0081] Optional, Figure 3 A flow chart of a method for determining the target movement authorization end point of the vehicle provided in an embodiment of the present application, referring to Figure 3 , which is achieved through steps S203-1 to S203-3.

[0082] S203-1: Determine a braking distance for the preceding vehicle to stop based on the second speed, the second position and the deceleration.

[0083] Among them, the maximum emergency braking deceleration of the front vehicle is a, and the equivalent deceleration of the maximum uphill slope of the front vehicle is a g , the current speed (second speed) of the front vehicle is s, then the braking distance of the front vehicle when stopping is determined to be L = s 2 / (2*(a+a g )).

[0084] S203-2: According to the running direction of the vehicle, the second position is moved by the braking distance to obtain an equivalent parking position of the preceding vehicle.

[0085] The second position is the current position of the preceding vehicle, which may specifically refer to the minimum rear end position of the preceding vehicle's safety envelope, denoted by T min , then the equivalent parking position of the front vehicle is T min '=T min +L.

[0086] S203-3: According to the running direction of the vehicle, the equivalent parking position of the preceding vehicle is retracted to a first set safety distance to obtain the target movement authorization end point.

[0087] Among them, the target mobile authorization end point T end =T min '-L s . First set the safety distance L s This is usually caused by distance error due to vehicle-to-vehicle communication delay.

[0088] In the embodiment of the present application, the mobile authorization endpoint of the vehicle is authorized to move to the rear of the preceding vehicle to the maximum extent. When the mobile authorization conditions are met, the target mobile authorization endpoint (the fused mobile authorization) can be allowed to pass the preceding vehicle, and the mobile authorization endpoint of the vehicle is calculated to the minimum safe rear end position of the preceding vehicle as much as possible to achieve the purpose of extending the mobile authorization.

[0089] In a possible implementation, in the running direction of the vehicle, if the target movement authorization end point exceeds the movement authorization end point of the preceding vehicle, then in order to improve the safety of operation, the movement authorization end point of the preceding vehicle is used as the target movement authorization end point. Figure 4 A schematic diagram of a mobile authorization is provided for an embodiment of the present application, wherein point A is the mobile authorization endpoint of the preceding vehicle, and point B is the calculated target mobile authorization endpoint of the present vehicle. In this example, the target mobile authorization endpoint exceeds the mobile authorization endpoint of the preceding vehicle, and therefore, point A is used as the target mobile authorization endpoint of the present vehicle.

[0090] In order to improve the safety and efficiency of operation, after obtaining the target mobile authorization starting point, it is possible to determine whether the target mobile authorization end point is valid. If it is valid, subsequent operations can be performed.

[0091] Figure 5 A flowchart of a method for determining whether a target mobile authorization endpoint is valid is provided in an embodiment of the present application, referring to Figure 5 , achieved through steps S501 to S503.

[0092] S501: Obtain route information of the section between the initial movement authorization starting point and the target movement authorization end point.

[0093] The route information usually includes information such as turnout status information, screen door status information, and platform emergency brake button status. Each section includes a set of route information. In this step, the section refers to the section between the initial movement authorization starting point and the target movement authorization starting point.

[0094] S502: According to the initial movement authorization starting point, the target movement authorization end point and the route information, determine whether the vehicle can reach the target movement authorization end point based on the route information. If so, execute S503.

[0095] Among them, reachable means that under these settings, the train can run to the target authorized end point, that is, there is a safe approach. In the case of unreachable, for example, in the route information, emergency braking occurs at a certain platform, which may affect the running speed of the train and thus fail to reach the target mobile authorized end point.

[0096] S503: Determine whether the target mobile authorization destination is valid.

[0097] If the judgment result is that the train can reach the target movement authorization end point, it is determined that the target movement authorization end point is valid and the movement authorization can be extended.

[0098] In S204, an obstacle point refers to a situation where there is an uphill slope in the traveling section. Several obstacle points can be set in advance in the uphill section, which can be called inherent obstacle points. The operation of the vehicle can be controlled according to the position of the inherent obstacle point or the speed of the preceding vehicle when it runs to the corresponding inherent obstacle point.

[0099] In the process of mobile authorization of the embodiment of the present application, in order to improve safety and operational efficiency, an obstacle point can be added. Specifically, after the target mobile authorization terminal is calculated and the target mobile authorization end point is determined to be valid, the added obstacle point can be determined based on the relationship between the target mobile authorization end point and the minimum rear end safety position of the preceding vehicle.

[0100] In a specific example, the added description information of the obstacle point includes the minimum rear end safety position of the preceding vehicle, the second set safety distance, and the second speed.

[0101] Among them, the minimum rear end safety position of the front vehicle is recorded as T min , the second set safety distance is recorded as △L, the current speed of the front vehicle (the second speed) is recorded as s, then the position of the added obstacle point is T min -△L, therefore, the descriptive information (T min -△L,s) as the attribute information of the added obstacle point.

[0102] Figure 6 A schematic diagram of a driving control curve for mobile authorization provided in an embodiment of the present application; Figure 7 A schematic diagram of driving parameters for mobile authorization provided in an embodiment of the present application.

[0103] refer to Figure 6 and Figure 7 , T start0 is the initial movement authorization starting point of the vehicle. In the embodiment of the present application, the initial movement authorization starting point is not changed, that is, the target movement authorization starting point is the same as the initial movement authorization starting point. end It is the minimum rear end safe position of the vehicle in front.

[0104] in, Figure 5-Figure 7 In the example, the vehicle is train 2 and the preceding vehicle is train 1.

[0105] In S205, after the target mobile authorization starting point is calculated and determined to be valid, the added obstacle points and their description information are calculated, and the route information of the section between the initial mobile authorization starting point and the target mobile authorization end point is calculated, and then the initial mobile authorization starting point, the target mobile authorization end point, the description information of the obstacle points and the route information of the section between the initial mobile authorization starting point and the target mobile authorization end point are determined as the target mobile authorization information. The meaning of the route information can be referred to the aforementioned embodiment, which is not repeated here.

[0106] In S206, the target movement authorization information is applied to control the operation of the vehicle.

[0107] Among them, the target mobile authorization end point is used as the new authorization end point, combined with the initial mobile authorization starting point as the new authorization starting point (the authorization starting point remains unchanged), and the added obstacle points and shortcut information are comprehensively considered to achieve control of the vehicle.

[0108] In order to make the technical solution of this application more perfect, Figure 8 A flowchart of a complete mobile authorization processing method based on vehicle-to-vehicle communication provided in an embodiment of the present application includes at least the following steps:

[0109] S800: Determine that the preceding vehicle can communicate with the present vehicle.

[0110] S801: Determine whether the identification information of the preceding vehicle can be obtained, if so, execute S802, otherwise execute S803.

[0111] S802: Determine the vehicle information of the preceding vehicle according to the identification information of the preceding vehicle, and determine that the preceding vehicle is a valid vehicle according to the vehicle information.

[0112] S803: Send a logout message to the preceding vehicle.

[0113] S804: Obtain the initial movement authorization starting point and first control information of the vehicle at the current moment, and the second control information of the preceding vehicle.

[0114] S805: Determine whether the mobile authorization condition is met according to the first control information and the second control information, and if so, execute S806.

[0115] S806: Determine a braking distance for the preceding vehicle to stop according to the second speed, the second position and the deceleration.

[0116] S807: According to the running direction of the vehicle, the second position is moved by the braking distance to obtain an equivalent parking position of the preceding vehicle.

[0117] S808: According to the running direction of the vehicle, the equivalent parking position of the preceding vehicle is retracted to a first set safety distance to obtain the target movement authorization end point.

[0118] S809: In the running direction of the vehicle, if the target movement authorization end point exceeds the movement authorization end point of the preceding vehicle, the movement authorization end point of the preceding vehicle is used as the target movement authorization end point.

[0119] S810: Obtaining route information of the section between the initial movement authorization starting point and the target movement authorization end point;

[0120] S811: According to the initial movement authorization starting point, the target movement authorization end point and the route information, it is determined whether the vehicle can reach the target movement authorization end point based on the route information. If so, S812 is executed;

[0121] S812: Determine whether the target mobile authorization destination is valid.

[0122] S813: Determine an additional obstacle point based on the relationship between the target movement authorization end point and the minimum rear end safety position of the preceding vehicle.

[0123] S814: Determine the initial movement authorization starting point, the target movement authorization end point, the description information of the obstacle point, and the route information of the section between the initial movement authorization starting point and the target movement authorization end point as the target movement authorization information.

[0124] S815: Apply the target movement authorization information to control the operation of the vehicle.

[0125] In the embodiment of the present application, after the train establishes communication with the preceding vehicle during operation, the present vehicle interacts with the preceding vehicle and can obtain operating information of the preceding vehicle, such as the position, speed, operating mode, operating level, maximum possible emergency braking deceleration, maximum slope within the emergency braking range, and deceleration of the maximum slope of the preceding vehicle. When the movement authorization conditions are met, the present vehicle can fuse the movement authorization of the present vehicle according to the operating information of the preceding vehicle, and can allow the endpoint of the fused movement authorization to pass over the preceding vehicle, so that late deceleration can be achieved during operation. In another sense, this improves the travel speed of the train, shortens the operating interval, and improves operating efficiency.

[0126] In addition, the embodiments of the present application can be implemented through existing train hardware and software equipment without adding additional equipment, and can be implemented through existing equipment and interfaces, using existing ground OC equipment and ground ATS equipment, and through existing vehicle-to-vehicle communication interfaces.

[0127] like Fig. 9 As shown, based on the same inventive concept, an embodiment of the present application provides a mobile authorization processing device based on vehicle-to-vehicle communication, including an information acquisition unit 91, a judgment unit 92, a determination unit 93 and a control unit 94.

[0128] The information acquisition unit 91 is used to: acquire the initial movement authorization starting point and the first control information of the vehicle at the current moment, and the second control information of the preceding vehicle; wherein the preceding vehicle is located in front of the running direction of the vehicle; the first control information includes part or all of the first speed, the first position, the first running mode and the first running level of the vehicle; the second control information includes part or all of the second speed, the second position, the second running mode and the second running level;

[0129] A judging unit 92 is used to determine whether a mobile authorization condition is met according to the first control information and the second control information;

[0130] The determination unit 93 is used to determine the target movement authorization end point of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance when the movement authorization condition is met;

[0131] The determination unit 93 is further used to: determine the added obstacle point according to the relationship between the target movement authorization end point and the minimum rear end safety position of the preceding vehicle;

[0132] The determination unit 93 is further used to: determine the description information of the initial mobile authorization starting point, the target mobile authorization end point, the obstacle point, and the route information of the section between the initial mobile authorization starting point and the target mobile authorization end point as the target mobile authorization information;

[0133] The control unit 94 is used to control the operation of the vehicle using the target movement authorization information.

[0134] In an optional implementation, the determining unit 93 is further configured to:

[0135] In the running direction of the vehicle, if the target movement authorization end point exceeds the movement authorization end point of the preceding vehicle, the movement authorization end point of the preceding vehicle is used as the target movement authorization end point.

[0136] In an optional embodiment, the deceleration of the preceding vehicle includes the maximum emergency braking deceleration of the preceding vehicle and the equivalent deceleration of the maximum uphill slope of the preceding vehicle;

[0137] The determining unit 93 is specifically used for:

[0138] determining a braking distance for the preceding vehicle to stop according to the second speed, the second position and the deceleration;

[0139] According to the running direction of the vehicle, the second position is moved by the braking distance to obtain the equivalent parking position of the front vehicle; and the equivalent parking position of the front vehicle is retracted back to the first set safety distance to obtain the target movement authorization end point.

[0140] In an optional implementation, before determining the additional obstacle point based on the relationship between the target movement authorization end point and the minimum rear end safety position of the preceding vehicle, the judgment unit 92 is further configured to:

[0141] Obtaining route information for the section between the initial movement authorization starting point and the target movement authorization end point;

[0142] According to the initial movement authorization starting point, the target movement authorization end point and the route information, it is determined whether the vehicle can reach the target movement authorization end point based on the route information;

[0143] If so, the target mobile authorization endpoint is determined to be valid.

[0144] In an optional implementation manner, the mobile authorization condition includes:

[0145] The first operation mode and the second operation mode are the same and meet the set mode conditions;

[0146] The first operation level and the second operation level are the same and meet the set level conditions;

[0147] The second operating speed is greater than the set speed threshold;

[0148] The direction of movement of this vehicle is the same as that of the vehicle in front.

[0149] In an optional implementation, before obtaining the initial movement authorization starting point and the first control information of the vehicle at the current moment, the determining unit 92 is further configured to:

[0150] Make sure the vehicle ahead can communicate with this vehicle;

[0151] Obtain identification information of the preceding vehicle;

[0152] Determining vehicle information of the preceding vehicle according to identification information of the preceding vehicle;

[0153] The preceding vehicle is determined to be a valid vehicle based on the vehicle information.

[0154] In an optional implementation, the device further includes an information transmission unit, configured to:

[0155] If the identification information of the preceding vehicle cannot be obtained, a deregistration message is sent to the preceding vehicle; wherein the deregistration message is used to instruct to stop the mobile authorization operation.

[0156] In an optional implementation, the route information of the section between the initial movement authorization starting point and the target movement authorization end point includes:

[0157] The section between the initial movement authorization start point and the target movement authorization end point, part or all of the turnout status information, screen door status information and platform emergency brake button status information at the current moment.

[0158] In an optional implementation manner, the description information of the obstacle point includes the minimum rear end safety position of the leading vehicle, the second set safety distance and the second speed.

[0159] Since the device is the device in the method in the embodiment of the present application, and the principle of solving the problem by the device is similar to that of the method, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0160] like Fig.10 As shown, based on the same inventive concept, an embodiment of the present application provides a vehicle-mounted device, including a processor 101 and a data transmission unit 102.

[0161] The data transmission unit 102 is configured to execute:

[0162] Obtaining the initial movement authorization starting point and first control information of the vehicle at the current moment, and the second control information of the preceding vehicle; wherein the preceding vehicle is located in front of the vehicle in the running direction; the first control information includes part or all of the first speed, first position, first operation mode and first operation level of the vehicle; the second control information includes part or all of the second speed, second position, second operation mode and second operation level;

[0163] The processor 101 is configured to execute:

[0164] determining, according to the first control information and the second control information, whether a mobile authorization condition is met;

[0165] If so, determining the target movement authorization end point of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance;

[0166] Determine the additional obstacle point based on the relationship between the target movement authorization end point and the minimum rear end safety position of the preceding vehicle;

[0167] Determine the initial movement authorization starting point, the target movement authorization end point, description information of the obstacle point, and route information of the section between the initial movement authorization starting point and the target movement authorization end point as the target movement authorization information;

[0168] The target movement authorization information is used to control the operation of the vehicle.

[0169] In an optional implementation, the processor 101 is further configured to execute:

[0170] In the running direction of the vehicle, if the target movement authorization end point exceeds the movement authorization end point of the preceding vehicle, the movement authorization end point of the preceding vehicle is used as the target movement authorization end point.

[0171] In an optional embodiment, the deceleration of the preceding vehicle includes the maximum emergency braking deceleration of the preceding vehicle and the equivalent deceleration of the maximum uphill slope of the preceding vehicle;

[0172] The processor 101 is specifically configured to execute:

[0173] determining a braking distance for the preceding vehicle to stop according to the second speed, the second position and the deceleration;

[0174] According to the running direction of the vehicle, the second position is moved by the braking distance to obtain the equivalent parking position of the front vehicle; and the equivalent parking position of the front vehicle is retracted back to the first set safety distance to obtain the target movement authorization end point.

[0175] In an optional implementation, before determining the additional obstacle point based on the relationship between the target movement authorization end point and the minimum rear end safety position of the preceding vehicle, the processor 101 is further configured to execute:

[0176] Obtaining route information for the section between the initial movement authorization starting point and the target movement authorization end point;

[0177] According to the initial movement authorization starting point, the target movement authorization end point and the route information, it is determined whether the vehicle can reach the target movement authorization end point based on the route information;

[0178] If so, the target mobile authorization endpoint is determined to be valid.

[0179] In an optional implementation manner, the mobile authorization condition includes:

[0180] The first operation mode and the second operation mode are the same and meet the set mode conditions;

[0181] The first operation level and the second operation level are the same and meet the set level conditions;

[0182] The second operating speed is greater than the set speed threshold;

[0183] The direction of movement of this vehicle is the same as that of the vehicle in front.

[0184] In an optional implementation, before obtaining the initial movement authorization starting point and the first control information of the vehicle at the current moment, the processor 101 is further configured to execute:

[0185] Make sure the vehicle ahead can communicate with this vehicle;

[0186] Obtain identification information of the preceding vehicle;

[0187] Determining vehicle information of the preceding vehicle according to identification information of the preceding vehicle;

[0188] The preceding vehicle is determined to be a valid vehicle based on the vehicle information.

[0189] In an optional implementation, the processor 101 is further configured to execute:

[0190] If the identification information of the preceding vehicle cannot be obtained, a deregistration message is sent to the preceding vehicle; wherein the deregistration message is used to instruct to stop the mobile authorization operation.

[0191] In an optional implementation, the route information of the section between the initial movement authorization starting point and the target movement authorization end point includes:

[0192] The section between the initial movement authorization start point and the target movement authorization end point, part or all of the turnout status information, screen door status information and platform emergency brake button status information at the current moment.

[0193] In an optional implementation manner, the description information of the obstacle point includes the minimum rear end safety position of the leading vehicle, the second set safety distance and the second speed.

[0194] An embodiment of the present application also provides a computer storage medium, in which computer program instructions are stored. When the instructions are executed on a computer, the computer executes the steps of the above-mentioned mobile authorization processing method based on vehicle-to-vehicle communication.

[0195] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0196] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0197] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0198] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0199] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A mobile authorization processing method based on vehicle-to-vehicle communication, characterized in that: include: Acquire the initial movement authorization starting point and first control information of the vehicle at the current moment, and the second control information of the preceding vehicle; wherein the preceding vehicle is located in front of the vehicle in the running direction; the first control information includes part or all of the first speed, first position, first operation mode and first operation level of the vehicle; the second control information includes part or all of the second speed, second position, second operation mode and second operation level; determining whether a mobile authorization condition is met according to the first control information and the second control information; If yes, determining the target movement authorization end point of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance; Determining an additional obstacle point according to a relationship between the target movement authorization end point and the minimum rear end safety position of the leading vehicle; Determine the initial movement authorization starting point, the target movement authorization end point, the description information of the obstacle point, and the route information of the section between the initial movement authorization starting point and the target movement authorization end point as the target movement authorization information; The target movement authorization information is applied to control the operation of the vehicle.

2. The method according to claim 1, characterized in that The method further comprises: In the running direction of the own vehicle, if the target movement authorization end point exceeds the movement authorization end point of the preceding vehicle, the movement authorization end point of the preceding vehicle is used as the target movement authorization end point.

3. The method according to claim 1 or 2, characterized in that: The deceleration of the preceding vehicle includes the maximum emergency braking deceleration of the preceding vehicle and the equivalent deceleration of the maximum slope within the emergency braking range; The step of determining the target movement authorization endpoint of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance includes: determining a braking distance when the leading vehicle stops according to the second speed, the second position and the deceleration; According to the running direction of the vehicle, the second position is moved by the braking distance to obtain the equivalent parking position of the front vehicle; and the equivalent parking position of the front vehicle is retracted by the first set safety distance to obtain the target movement authorization end point.

4. The method according to claim 1, characterized in that Before determining the added obstacle point based on the relationship between the target movement authorization end point and the minimum rear end safety position of the leading vehicle, the method further includes: Obtaining route information of the section between the initial movement authorization starting point and the target movement authorization end point; According to the initial movement authorization starting point, the target movement authorization end point and the route information, determining whether the vehicle can reach the target movement authorization end point based on the route information; If so, it is determined that the target mobile authorization endpoint is valid.

5. The method according to claim 1, characterized in that The mobile authorization conditions include: The first operation mode and the second operation mode are the same and meet the set mode conditions; The first operation level and the second operation level are the same and meet the set level condition; The second operating speed is greater than a set speed threshold; The running direction of the vehicle is the same as the running direction of the preceding vehicle.

6. The method according to claim 1, characterized in that Before obtaining the initial movement authorization starting point and the first control information of the vehicle at the current moment, the method further includes: Determining that the preceding vehicle can communicate with the host vehicle; Obtaining identification information of the preceding vehicle; Determining the vehicle information of the preceding vehicle according to the identification information of the preceding vehicle; The preceding vehicle is determined to be a valid vehicle according to the vehicle information.

7. The method according to claim 6, characterized in that The method further comprises: If the identification information of the preceding vehicle cannot be obtained, a deregistration message is sent to the preceding vehicle; wherein the deregistration message is used to instruct to stop the mobile authorization operation.

8. The method according to claim 1, characterized in that The route information of the section between the initial movement authorization starting point and the target movement authorization end point includes: The section between the initial movement authorization starting point and the target movement authorization end point, part or all of the turnout status information, screen door status information and platform emergency brake button status information at the current moment.

9. The method according to any one of claims 1 to 2 or 4 to 8, characterized in that: The description information of the obstacle point includes the minimum rear end safety position of the leading vehicle, the second set safety distance and the second speed.

10. A vehicle-mounted device, characterized in that: including a processor and a data transmission unit; The data transmission unit is configured to execute: Acquire the initial movement authorization starting point and first control information of the vehicle at the current moment, and the second control information of the preceding vehicle; wherein the preceding vehicle is located in front of the vehicle in the running direction; the first control information includes part or all of the first speed, first position, first operation mode and first operation level of the vehicle; the second control information includes part or all of the second speed, second position, second operation mode and second operation level; The processor is configured to execute: determining whether a mobile authorization condition is met according to the first control information and the second control information; If yes, determining the target movement authorization end point of the vehicle according to the second speed, the second position, the deceleration of the preceding vehicle and the first set safety distance; Determining an additional obstacle point according to a relationship between the target movement authorization end point and the minimum rear end safety position of the leading vehicle; Determine the initial movement authorization starting point, the target movement authorization end point, the description information of the obstacle point, and the route information of the section between the initial movement authorization starting point and the target movement authorization end point as the target movement authorization information; The target movement authorization information is applied to control the operation of the vehicle.

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