Train time source based on measurement of time difference between vehicle information sources and train control method

Abstract

A vehicle is provided including a component for time measurement of the vehicle. An apparatus is provided including a cable for time measurement of a vehicle. A radio, including waves, is provided for time measurement of a vehicle. A track is provided that includes a single module for time measurement of a vehicle. An integrated circuit including an electromotive force for time measurement of a vehicle is provided. The invention provides an information sharing method, which comprises the following steps of: arranging at least one information source of a vehicle on the vehicle, and outputting driving state information of the vehicle by using the information source; generating a time interval according to the measurement time, and transmitting the driving state information of the vehicles tracking the running sequence according to the time interval; and acquiring information that the driving state of the vehicle tracking the running sequence is changed by equipment on the vehicle through radio communication. By means of the method, the main locomotive signals which are complete in function and independent in operation can be established, the train can automatically and autonomously control the preceding train in a trusted mode, and the high-speed rear-end collision risk is effectively overcome.

Description

[0001] This application is a divisional application of the invention with the application date of January 6, 2020, the application number of 202010011855X, and the name of "Vehicle time source based on time difference measurement between vehicle sources and train control method". TECHNICAL FIELD

[0002] The present application relates to the field of rail transit signal technology, in particular to a vehicle time source based on time difference measurement between vehicle sources and a train control method. BACKGROUND

[0003] With the rapid development of high-speed railway transportation, trains run at high speed to obtain great traffic convenience, but also produce potential high-speed rear-end major hazard events between running trains, and how to prevent major hazards has become a new major problem in the field of high-speed railway transportation. With the great progress of microelectronics technology and information technology, information-based control has become an optimal means to effectively solve the problem of train operation safety. Safety integrity level (SIL) is divided by the failure probability of danger per hour, and the existing train operation control system cannot guarantee the safety integrity level required by SIL4. By reducing the risk of high-speed rear-end major hazards, the safety integrity level of the train operation control system can be improved. SUMMARY

[0004] The present application is to solve the problem of high-speed rear-end risk of trains, and provides a vehicle time source based on time difference measurement between vehicle sources and a train control method. The train can autonomously take credible control of its own train speed using the time difference information provided by the vehicle time source and the train control method of the present application, effectively overcoming the risk of high-speed rear-end of the preceding train. The present application also provides a preceding train braking intention recognition method, a preceding train integrity checking method and a preceding train early speed measurement method.

[0005] To achieve the above purpose, on the one hand, the present application provides a vehicle time source arranged on a rail line for measuring the time difference between different vehicle sources arriving at the same space event, comprising a detection module, a time measurement module, a transmission module and a power supply module. The detection module outputs a time measurement signal to the time measurement module, the time measurement module outputs time measurement data to the transmission module, the transmission module outputs a time measurement data array to the air space, and the power supply module outputs electric energy to the detection module, the time measurement module and the transmission module.

[0006] Preferably, the vehicle source is a vehicle-mounted device that generates charge movement, magnetic change, light change or electromotive force change inside the vehicle time source triggered by the spatial approach or departure of the train.

[0007] Preferably, the detection module outputs the time measurement signal at the time point when the vehicle source arrives at the space event.

[0008] Preferably, the time measuring module generates the time measuring data in a manner of measuring time intervals between different vehicle sources reaching the same spatial event at different time points.

[0009] Preferably, the transmitting module generates the time measuring data array by selecting the time measuring data in a reverse order of time points at which the time measuring data is generated.

[0010] In another aspect, the present application also provides a train control method, comprising the steps of: S11, determining time intervals between sequential vehicle sources reaching the same spatial sequential event; S12, calculating a time interval lower limit value required for ensuring train travel safety according to the determined time intervals; S13, judging whether the time interval reaches the time interval lower limit value, and generating a control signal for braking control to make the current train travel to the front space at a time interval which is restored and maintained above the time interval lower limit value calculated accordingly.

[0011] Preferably, in the step S12, the time interval lower limit value T LLTI is calculated as follows: T LLTI = f(A P , A B , A PB , L P , L B ), wherein A P is a current train time interval, A B is a previous train time interval, A PB is a current train and previous train time interval, L P is a current train vehicle source distance corresponding to A P , and L B is a previous train vehicle source distance corresponding to A B .

[0012] Preferably, in the step S12, the time interval lower limit value is calculated by using a preset lower limit value, which comprises the following steps: pre-storing different current train time intervals, different current train vehicle source distances corresponding to the current train time intervals, different previous train time intervals, different previous train vehicle source distances corresponding to the previous train time intervals, and different time interval lower limit values under different current train and previous train time intervals; and reading the stored lower limit value according to the determined different current train time intervals, different current train vehicle source distances corresponding to the current train time intervals, different previous train time intervals, different previous train vehicle source distances corresponding to the previous train time intervals, and different current train and previous train time intervals.

[0013] On the other hand, the present invention also provides a method for identifying the braking intention of a preceding train, comprising the steps of: S21, determining the time interval between the arrival of sequence vehicle signal sources at the same spatial sequence events; S22, calculating the lower limit of the time interval required to ensure the driving safety of the preceding train based on the determined time interval; S23, determining that when the time interval of the preceding train reaches the lower limit of the time interval required for the driving safety of the preceding train, it is determined that the braking of the preceding train is to prevent a rear-end collision with the preceding train.

[0014] Preferably, in step S22, the calculation time interval lower limit value T LLTIB T LLTIB =f(A B , A BB , A PBB , L B , L BB ), where A B is the time interval between the preceding trains, A BB is the time interval between the preceding trains, A PBB is the time interval between the preceding train and the preceding train, L B For A B The corresponding signal source distance between the preceding trains, L BB For A BB The corresponding preceding train vehicle source distance of the preceding train.

[0015] Preferably, in step 22, the calculated time interval lower limit adopts a preset lower limit value, including pre-storing different compiled prior train time intervals, different prior train vehicle signal source spacings corresponding to the prior train time intervals, prior train time intervals of different prior trains, prior train vehicle signal source spacings of prior trains corresponding to the prior train time intervals of prior trains, and different time interval lower limits under different prior train-to-previous train time intervals; and reading the stored lower limit value according to the determined different prior train time intervals, different prior train vehicle signal source spacings corresponding to the prior train time intervals, prior train time intervals of different prior trains, different prior train vehicle signal source spacings of prior trains corresponding to the prior train time intervals of prior trains, and different prior train time intervals between prior trains.

[0016] On the other hand, the present invention also provides a method for checking the integrity of a preceding train, comprising the steps of: S31, determining the time interval between the arrival of sequence vehicle signal sources at the same spatial sequence events; S32, calculating a criterion characteristic value for the integrity of the preceding train based on the determined time interval; and S33, determining that the integrity of the preceding train is lost when the criterion characteristic value reaches a preset threshold.

[0017] Preferably, in step S32, the calculation criterion characteristic quantity R CP is: R CP = A MLN / A N L M , wherein AM is a preceding train tail time interval, A N is a preceding train head time interval, L M is a preceding train vehicle source spacing corresponding to A M , and L N is a preceding train vehicle source spacing corresponding to A N .

[0018] Preferably, in step S33, the threshold value adopts a numerical constant.

[0019] In still another aspect, the present application further provides a preceding train early speed measurement method, comprising steps of: S41, determining a time interval between sequential vehicle sources arriving at a same space sequential event; S42, calculating a preceding train early speed according to the determined time interval.

[0020] Preferably, in step S42, the calculation of the preceding train early speed V B is: V B =L K / A K , wherein A K is a preceding train time interval, and L K is a preceding train vehicle source spacing corresponding to A K .

[0021] The present application has the beneficial effect that, by using the present application, a train can establish a functionally complete and independently running anti-high-speed rear-end collision main locomotive signal, which is friendly and compatible with existing CTCS-2 and CTCS-3 train operation control systems, and the train can automatically take a trusted control of anti-high-speed rear-end collision for a preceding train, effectively overcoming the risk of high-speed rear-end collision. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 is a schematic diagram of a vehicle time source and a train wheel of a preferred embodiment 1 of the present application;

[0023] Figure 2 is a circuit diagram of a vehicle time source of a preferred embodiment 1 of the present application;

[0024] Figure 3 is a schematic diagram of a train vehicle source of a preferred embodiment 1 of the present application;

[0025] Figure 4 is a timing diagram of a vehicle time source of a preferred embodiment 1 of the present application;

[0026] Figure 5This is a schematic diagram of the spatial relationship of facilities in the preferred embodiment 1 of the present invention;

[0027] Figure 6 This is a schematic diagram of an application scenario of a preferred embodiment 1 of the present invention;

[0028] Figure 7 This is a schematic diagram of the facility layout of the preferred embodiment 1 of the present invention;

[0029] Figure 8 This is a schematic diagram of the timing data array elements of the preferred embodiment 1 of the present invention;

[0030] Figure 9 A schematic diagram of a scene for generating a timing data array according to a preferred embodiment 1 of the present invention;

[0031] Figure 10 This is a timing diagram of the application scenario of the vehicle time source in the preferred embodiment 1 of the present invention;

[0032] Figure 11 This is a flowchart of the timing module and transmission module program in the preferred embodiment 1 of the present invention;

[0033] Figure 12 This is a schematic diagram of the train equipment layout of the preferred embodiment 1 of the present invention;

[0034] Figure 13 This is a schematic diagram of the identification principle of the timing data elements of the train head and train tail in the preferred embodiment 1 of the present invention;

[0035] Figure 14 This is a schematic diagram of the signal transmission interval time of the preferred embodiment 1 of the present invention;

[0036] Figure 15 A schematic diagram of the lower limit of the time interval of the preferred embodiment 1 of the present invention is prepared;

[0037] Figure 16 This is a schematic diagram of the train control process of the preferred embodiment 1 of the present invention;

[0038] Figure 17 This is a block diagram of the vehicle timing source principle of the present invention;

[0039] Figure 18 This is a flow chart of the train control method of the present invention;

[0040] Figure 19 This is a schematic diagram of the facility layout of the preferred embodiment 2 of the present invention;

[0041] Figure 20 This is a timing diagram of the vehicle time source in the preferred embodiment 2 of the present invention;

[0042] Figure 21 This is a schematic diagram of the spatial relationship of facilities in the preferred embodiment 2 of the present invention;

[0043] Figure 22 Application scenario diagram for preferred embodiment 2 of the present application;

[0044] Figure 23 Time measurement data array element diagram for preferred embodiment 2 of the present application;

[0045] Figure 24 Vehicle time source application scenario timing diagram for preferred embodiment 2 of the present application;

[0046] Figure 25 Program flow block diagram for the detection module, time measurement module and transmission module of preferred embodiment 2 of the present application;

[0047] Figure 26 Facility layout diagram for preferred embodiment 3 of the present application;

[0048] Figure 27 Vehicle-mounted signal source circuit diagram for preferred embodiment 3 of the present application;

[0049] Figure 28 Vehicle time source circuit diagram for preferred embodiment 3 of the present application;

[0050] Figure 29 Vehicle time source timing diagram for preferred embodiment 3 of the present application;

[0051] Figure 30 Application scenario diagram for preferred embodiment 3 of the present application;

[0052] Figure 31 Time measurement data array element diagram for preferred embodiment 3 of the present application;

[0053] Figure 32 Time measurement data array generation scenario diagram for preferred embodiment 3 of the present application;

[0054] Figure 33 Vehicle time source application scenario timing diagram for preferred embodiment 3 of the present application;

[0055] Figure 34 Program flow block diagram for the detection module, time measurement module and transmission module of preferred embodiment 3 of the present application;

[0056] Figure 35 Facility layout diagram for preferred embodiment 4 of the present application;

[0057] Figure 36 Vehicle time source circuit diagram for preferred embodiment 4 of the present application;

[0058] Figure 37 Vehicle time source timing diagram for preferred embodiment 4 of the present application;

[0059] Figure 38 Application scenario diagram for preferred embodiment 4 of the present application;

[0060] Figure 39 This is a schematic diagram of the timing data array elements of the preferred embodiment 4 of the present invention;

[0061] Figure 40 This is a timing diagram of the vehicle time source application scenario in the preferred embodiment 4 of the present invention;

[0062] Figure 41 This is a flowchart of the timing module and transmission module program of the preferred embodiment 4 of the present invention.

[0063] Description of Reference Numerals

[0064] Coil 1 Coil 1 Coil 2 Coil 2 ANT antenna

[0065] VS vehicle source signal MS timing signal TS transmission signal

[0066] V DM Detection module power supply V TIMTM Power supply for timing module and transmission module

[0067] L DI Vehicle-to-source distance DA detection area UA non-detection area

[0068] L T Signal source distance between vehicles at the rear of the train

[0069] L H Signal source distance between vehicles at the head of the train

[0070] A k The value of element k in the timing data array

[0071] t i The time point when the vehicle signal source arrives at the vehicle at time i

[0072] A i (n) The timing data array with width n in the source space when the vehicle signal source arrives at time i

[0073] L HO Current signal source distance between the front vehicles of the train

[0074] L T1 Signal source distance between the rear wheels of the first preceding train

[0075] L H1 The signal source distance between the first train's head vehicle

[0076] L T2 The signal source distance between the rear vehicles of the second preceding train

[0077] L H2 The signal source distance between the first vehicle of the second train

[0078] L T3 Signal source distance between the rear vehicles of the third preceding train

[0079] T STI Signal interval V Train speed S Train distance

[0080] T LLTI Time interval lower limit V HP Current train head speed V TB The rear speed of the first preceding train

[0081] S HP Current train head distance S HPW The current train's preferred head distance is S TB The last car of the first train

[0082] TDM time detection module TDM timing module

[0083] TM transmission module PM power module TD timing data

[0084] V OBS Signal module power supply V DMTIMTM Power supply for detection module, timing module and transmission module DETAILED DESCRIPTION

[0085] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings of the preferred embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0086] like Figure 1 Figure 2 shows the arrangement of a train timing source and train wheels in accordance with a preferred embodiment 1 of the present invention. The train timing source, a single-module structure, is installed on the track near the outer edge of the wheel and includes induction coils Coil1 and Coil2, along with a transmission antenna ANT. As the wheel travels along the track through the space containing the train timing source, coils Coil1 and Coil2 alternately sense the movement of metal objects near the wheel and the air between them. Controlled by the alternating movement of the metal objects and the air, the train timing source generates a transmission signal, which is then output to the air space via the transmission antenna ANT.

[0087] like Figure 2 As shown in FIG. 1 , a circuit diagram of a vehicle timing source according to a preferred embodiment of the present invention is shown, which includes a detection module, a timing module, a transmission module and a power supply module.

[0088] The detection module uses LDC0851 integrated circuit to detect the electromagnetic characteristics difference between the metal object on the wheel edge and the air between the wheel edge. LDC0851 is an inductive close-range induction switch. When the conductive object, the metal object on the wheel edge, enters the proximity range of the induction coil Coil1 and Coil2, it will cause the magnetic property of the coil Coil1 and Coil2 to change and trigger the switch. When the conductive object, the metal object on the wheel edge, leaves and the proximity range of the induction coil Coil1 and Coil2 is restored to air, the switch is affected by the electromagnetic characteristics of the air to restore the magnetic property of the coil Coil1 and Coil2, and the switch returns to the original state. Figure 2 The detection module shown is controlled by the vehicle source with magnetic change to generate Figure 4 The timing signal MS shown is sent to Figure 2 The CC1312R pin 7 of the timing module and the transmission module. The built-in hysteresis function of LDC0851 can ensure a reliable switch threshold, so it is not affected by mechanical vibration; the built-in differential circuit can prevent false triggering caused by environmental factors such as temperature changes or humidity; the inductive induction switch can achieve reliable and accurate induction even in environments with dust, oil or moisture, and is very suitable for harsh or dirty environments; LDC0851 does not require the use of magnets and is not affected by direct current magnetic fields. The LDC0851 of the present embodiment samples the train wheel traveling at a speed of 360 km / h every 2.5 cm of travel at a sampling rate of 4 ksps, the operating temperature range is -40℃ to +125℃, the power supply voltage is 3.3V, the LDC0851 enable pin 4 is connected to the power supply pin 8, and once the power supply voltage reaches 3.3V, it will be continuously detected at a sampling rate of 4 ksps.

[0089] The time measuring module and the transmitting module both adopt a wireless single-chip microcomputer CC1312R integrated circuit to realize all functions including time difference measurement, array generation and output transmission signal. CC1312R has very low power consumption and very low voltage working performance, and the single-chip microcomputer works at 2MHz internal clock, and the counter in CC1312R measures time difference in the form of accumulated machine cycle number, time difference measurement includes millisecond level precision measurement of initial section and second level measurement of subsequent section, time difference measurement data includes millisecond data and second data, 0000-7d00 records 0-8 second resolution 0.25mS millisecond data, 8000-eddd records 8-900 second resolution 32mS second data, 7f01-7fff and edde-ffff record train time source parameters and track line parameters, and the time difference measurement range is 15min. When the timing signal MS of CC1312R pin 7 changes the logic state, the program interrupt is triggered, and the program operation including time difference measurement, array generation, transmission signal output is started. The time difference measurement is the process of obtaining the time interval measurement data between the time points of the event of the change of the logic state of the timing signal MS by controlling CC1312R with the change of the electromotive force of the different timing signal MS. The array generation is the process of generating the timing data array by selecting and combining the timing data, and the timing data array in the embodiment is composed of the timing data selected in the reverse order of the generation time points of the different timing data from the starting generation time point of the current timing data, and the element number of the timing data array is 38. The transmission signal output is the output of the transmission signal including the timing data array information to the air space by the wireless single-chip microcomputer CC1312R, including the operations of starting the radio frequency power, outputting the 868MHz FSK signal and closing the radio frequency power. The transmission signal of the transmitting module is programmed at 868MHz, modulated by FSK, the output power is 10dBm, and the FSK data rate is 250kBaud. The transmission of a complete timing data array consumes less than 5mS, and the train displacement corresponding to the 5mS period of the transmission signal received by the train-mounted equipment of the train running at a speed of 360km / h is less than 50cm.

[0090] The power module adopts LTC3588-2 ultra-static current power specially designed for energy collection elements and / or low-current step-down applications. The LTC3588-2 internally integrates a low-loss full-wave bridge and a high-efficiency step-down converter, which can efficiently extract the energy of piezoelectric devices and continuously output 100 mA current, suitable for lithium-ion batteries and lithium-ion phosphate batteries and super capacitors. The embodiment 1 adopts super capacitor energy storage, and there are two power supplies in the figure, two LTC3588-2 share a piezoelectric element PFCB-W14 to obtain environmental vibration energy. When the crystal structure of the piezoelectric ceramic is compressed, the internal dipole movement generates voltage, and the polymer element composed of long-chain molecules will generate voltage when the molecules repel each other. The LTC3588-2 is very suitable for vibration energy collection applications. The time source is installed in a space that can obtain the vibration energy of the train running, and the vibration energy conducted through the track is obtained before the train reaches the time source position to activate the time source detection module. In the figure, C S1 and C S2 It is an energy storage capacitor selected according to the actual situation of the track train specific type and track vibration conduction effect. The timing module and the transmission module are powered by an independent power supply VTIMTM to ensure that when the time source is away from the train vibration source providing vibration energy, the timing module and the transmission module can still continuously measure the time difference up to 15 min full scale.

[0091] As Figure 3 shown, it is a schematic diagram of the train vehicle signal source of the preferred embodiment 1 of the application. It can be seen that the vehicle signal source includes the vehicle metal parts of the outer edge of the wheel and the vehicle air parts between the outer edge of the wheel. The time source takes the electromagnetic characteristic difference between the vehicle metal parts and the vehicle air parts as the detection object, and takes the inherent electromagnetic characteristic difference and the inherent arrangement of the space relationship between the vehicle metal parts and the vehicle air parts as the vehicle signal source of this embodiment. When the vehicle metal parts and the vehicle air parts pass through the detection range of the time source detection module in turn with the train running, the train outputs the vehicle signal VS with alternating electromagnetic characteristics shown in Figure 4 to the detection module. This embodiment takes the vehicle metal parts and the vehicle air parts as the vehicle signal source, which is beneficial to ensure the objectivity of the train time source obtaining the train running state information. In the case of complete train integrity, the inherent electromagnetic characteristic difference and the inherent space relationship between the vehicle metal parts and the vehicle air parts can remain unchanged in the running time and space range of the train.

[0092] As Figure 4As shown, it is the vehicle source timing diagram of the preferred embodiment 1 of the application, VS is the vehicle source of magnetic alternating transformation composed of wheel metal parts and vehicle air parts, output to the vehicle source, for exciting the vehicle source signal of the regular change of the charge movement generated in the vehicle source, it can be seen that the time measurement signal MS state change and output transmission signal TS are generated when each wheel metal part reaches the vehicle source space.

[0093] As shown in Figure 5 , it is the facility space relationship diagram of the preferred embodiment 1 of the application. As shown in Figure 5 (a), it can be seen that for any train, there are first wheel, second wheel, third wheel… tail wheel arranged in sequence from the train head to the train tail direction; as shown in Figure 5 (b), it can be seen that L H is the distance between the vehicle sources at the train head, L T is the distance between the vehicle sources at the train tail; as shown in Figure 5 (c), it can be seen that the first train and the current train run along the track line in the same track in the train running direction, and the track is provided with the nearest rear vehicle source, the current vehicle source and the nearest front vehicle source, the nearest train in front of the current train is the first train, the third wheel of the current train just reaches the current vehicle source space, the third wheel of the current train is the current wheel, and the first wheel of the second wheel of the current train, the second wheel of the first wheel of the current train, the third wheel of the tail wheel of the first train and the fourth wheel of the nearest wheel in front of the tail wheel of the first train are arranged in sequence in front of the current wheel.

[0094] As shown in Figure 6 , it is the application scenario diagram of the preferred embodiment 1 of the application, it can be seen that train 1, train 2 and train 3 run along the track line in the same track in the train running direction, vehicle source 1, vehicle source 2, vehicle source 3, vehicle source 4 and vehicle source 5 are arranged at a distance of L DI , within the range of the track line occupied by the train running, vehicle source 2, vehicle source 4 and vehicle source 5 can obtain the track line vibration energy, the detection module power V DM can ensure the working voltage required by the detection module, when the train runs away, V DM power voltage decreases with time energy consumption, it can be seen that vehicle source 1 and vehicle source 3 are in the detection dormancy area of V DM power energy consumption, vehicle source 2, vehicle source 4 and vehicle source 5 are in the continuous detection area of V DM power supply, UA shown in the figure is the detection dormancy area, DA shown is the continuous detection area, it can be understood that the track rigidity can make the train vibration energy conduct along the track in both directions, and the conduction performance is relatively stable, V DMThe power supply can obtain vibration energy in advance before the vehicle signal source arrives at the vehicle source space and reaches the power exhaustion state after the vehicle signal source leaves the vehicle source space, that is, the continuous detection area DA can automatically meet the requirements of all vehicle signal source detection. TIMTM It is the power supply for the timing module and the transmission module. The timing module and the transmission module are realized with a micro energy consumption circuit, which can ensure V TIMTM After the train leaves, the vibration energy decreases and the voltage remains within the required range for 32768 seconds, thus ensuring the continuous measurement of time. In the figure, the tail wheel of train 1, the 8th wheel of train 2, and the 3rd wheel of train 3 have just arrived at the space of vehicle time source 5, vehicle time source 4, and vehicle time source 2 respectively. Vehicle time source 5, vehicle time source 4, and vehicle time source 2 have respectively detected their respective vehicle metal parts and output their respective transmission signals TS. T L is the signal source distance between the rear vehicles of the train, H is the signal source distance between the front vehicles of the train.

[0095] like Figure 7 As shown in the figure, it is a schematic diagram of the equipment layout of the preferred embodiment 1 of the present invention. As can be seen from the figure, the track line, train, on-board equipment and vehicle time source are arranged as follows Figure 5 As shown in the arrangement, the second preceding train, the first preceding train and the current train run on the same track in the direction of travel of the trains. The second preceding train, the first preceding train and the current train pass through the space where the nearest vehicle time source at the rear, the current vehicle time source, the nearest vehicle time source at the front, the second preceding vehicle time source and the third preceding vehicle time source are located in sequence. The front ends of all trains are equipped with on-board equipment. The third wheel of the current train has just arrived at the space where the current vehicle time source is located. The current vehicle time source has just detected the arrival of the metal parts of the third wheel and output a transmission signal TS to the on-board equipment of the current train.

[0096] like Figure 8 FIG. 1 is a schematic diagram of timing data array elements in a preferred embodiment 1 of the present invention. Figure 8 As shown in Figure 6 When the third wheel of the train 3 shown in the figure arrives at the train timing source 2, the transmission signal TS output by the train timing source 2 includes some elements of the timing data array corresponding to the train wheel. Although only some elements are shown in the figure, it can still be determined using the rules for generating the some elements shown. The elements used are the time intervals between the events of two adjacent train wheels with one train wheel between them arriving at the train timing source 2 one after another.

[0097] like Figure 9 As shown, it is a schematic diagram of the scene of generating the timing data array in the preferred embodiment 1 of the present invention. Figure 9 (a) shows the Figure 6 Under the train running condition shown, the values ​​of some elements of the timing data array AE (38) in the source space when the first wheel of the train arrives at the train are as follows:Figure 9 (b) shows the element value of the train second wheel arrival time source space lower measurement time data array AF(38) under the train running condition as shown in Figure 6 Figure 9 (c) shows the element value of the train third wheel arrival time source space lower measurement time data array AG(38) under the train running condition as shown in Figure 6 Figure 9 Although only part of the element value of the train wheel arrival time source lower measurement time data array is shown, only for the convenience of description, the skilled in the art can determine the whole element value and the whole wheel measurement time data array according to the understanding of the generated rule of the shown element. Figure 9

[0098] As shown in Figure 10 , it is the time sequence diagram of the application preferred embodiment 1 train time source application scene, in the figure, VS is the vehicle source signal acquired by the current train time source as shown in Figure 7 , MS is the measurement signal generated by the current train time source, TS is the transmission signal output by the current train time source, t a is the time point of the first train first wheel arrival of the current train time source as shown in Figure 7 , t b is the time point of the first train tail wheel arrival of the current train time source, t c is the time point of the first train first wheel arrival of the current train time source as shown in Figure 7 , t d is the time point of the first train tail wheel arrival of the current train time source, t e is the time point of the current train first wheel arrival of the current train time source as shown in Figure 7 , t g is the time point of the current train third wheel arrival of the current train time source. It can be seen that the current train time source controls and generates the measurement signal MS and outputs the transmission signal TS with the vehicle metal part signal VS when each vehicle metal part arrives at its space, as shown in Figure 7 , the current train time source outputs A a (38) at t A , A b (38) at t B , A c (38) at t C , A d (38) at t D , A e (38) at t E , A g (38) at t G (38). In the figure, the length of the distance shows the size of the interval time between TS, MS and TS.​​​

[0099] like Figure 11 The figure shows a flowchart of the timing module and transmission module in a preferred embodiment 1 of the present invention. In the flowchart, the CC1312R acquires a timing signal MS, which is the process of detecting a decrease in the electromotive force at pin 5 of LDC0851 via pin 7 of CC1312R. It should be understood that while this embodiment uses the decrease in the electromotive force at pin 5 of LDC0851 to transmit the time of the source space event when the vehicle signal source arrives at the vehicle to pin 7 of CC1312R, various circuit variations or modifications can also be made, for example, using charge transfer, magnetic changes, or optical changes to transmit the time of the source space event when the vehicle signal source arrives at the vehicle.

[0100] like Figure 12 The figure shows the train equipment layout diagram of the preferred embodiment 1 of the present invention, including ANT, connecting cables and onboard equipment. It can be seen that in order to facilitate the onboard equipment to obtain the timing data array information of the third wheel arriving at the train timing source, the receiving antenna ANT is installed near the third wheel. The transmission signal TS output by the train timing source is transmitted to the train onboard equipment via the ANT and connecting cables. Figure 7 When the third wheel of the current train just reaches the current train time source space, the current train time source output includes A G (38) The transmission signal of the timing data array information. The current train onboard equipment obtains the transmission signal TS output by the current train time source to the air space through short-range communication, which is conducive to obtaining the timing data array A. G (38)Information.

[0101] like Figure 13 As shown, it is a principle diagram of the train head and train tail timing data element recognition of the preferred embodiment 1 of the present invention. The present invention adopts machine vision to recognize the train head and train tail timing data elements. Figure 13 (a) shows a method of determining a threshold using a large law, wherein the threshold is a threshold that achieves the maximum inter-class variance. Figure 13 (b) shows a binary image that is binarized by comparing the magnitude of the measured data element with the threshold value. The binarization process is as follows: when the magnitude of the measured data element is greater than or equal to the threshold value, it is assigned a value of HIGH; when the magnitude of the measured data element is less than the threshold value, it is assigned a value of LOW. Figure 13 (b) shows a method for extracting features using machine vision, including determining: ① the current train head contour is A1, A1 is the current train time interval, the current train time interval is the time difference between different vehicle signal sources of the current train arriving at the same spatial event, A1 is the distance L from the vehicle signal source of the current train head HO The corresponding time interval, ② the first train profile is A4A5A6A7A8A9A 10 A11 A 12 A 13 A 14 A 15 A 16 A 17 , A4 A5 A6 A7 A B A9 A 1o A 11 A 12 A 13 A 14 A 15 A 16 A 17 is a preceding first train time interval, said preceding first train time interval is a time difference between different vehicle source of a preceding first train arriving at a same space event, a trailing profile of the preceding first train is A4, A4 is a distance L T1 corresponding to a time interval, a leading profile of the preceding first train is A 17 , A 17 is a distance L H1 corresponding to a time interval, ③ a profile of a preceding second train is A 20 A 21 A 22 A 23 A 24 A 25 A 26 A 27 A 28 A 29 A 30 A 31 A 32 A 33 , A 20 A 21 A 22 A 23 A 24 A 25 A26 A 27 A 28 A 29 A 30 A 31 A 32 A 33 is a preceding second train time interval, said preceding second train time interval is a time difference between different vehicle source of a preceding second train arriving at a same space event, a trailing profile of the preceding second train is A 20 , A 20 is a distance L T2 corresponding to a time interval, a leading profile of the preceding second train is A 33 , A 33 is a distance LH2 The corresponding time interval, ④ the first third train profile is A 36 A 37 A 38 , A 36 A 37 A 38 is the time interval of the third preceding train, which is the time difference between the signal sources of different vehicles of the third preceding train arriving at the same spatial event. The tail profile of the third preceding train is A 36 , A 36 is the signal source distance L from the rear vehicle of the third preceding train T3 Corresponding time intervals, ⑤A2, A3 are the time intervals between the current train and the first preceding train, the time interval between the current train and the first preceding train is the time difference between the current train vehicle signal source and the first preceding train signal source arriving at the same spatial event, A 18 、A 19 is the time interval between the first and second trains, which is the time difference between the vehicle signal source of the first and second trains arriving at the same spatial event. 34 、A 35 is the time interval between the preceding second train and the preceding third train, and the time interval between the preceding second train and the preceding third train is the time difference between the vehicle signal source of the preceding second train and the signal source of the preceding third train arriving at the same spatial event.

[0102] like Figure 14 The figure shows a schematic diagram of the transmission signal interval time of the preferred embodiment 1 of the present invention. It can be seen that when the vehicle time source is set at a distance of 200m along the track line, a train traveling at a speed of 360km / h can obtain a transmission signal with an interval of 2S. When the vehicle time source is set at a distance of 100m along the track line, a train traveling at a speed of 180km / h can obtain a transmission signal with an interval of 2S, and a train traveling at a speed of 360km / h can obtain a transmission signal with an interval of 1S. When the vehicle time source is set at a distance of 50m along the track line, a train traveling at a speed of 90km / h can obtain a transmission signal with an interval of 2S, a train traveling at a speed of 180km / h can obtain a transmission signal with an interval of 1S, and a train traveling at a speed of 360km / h can obtain a transmission signal with an interval of 0.5S. It can be understood that under the condition of the existing vehicle time source spacing, the interval time for different trains to obtain transmission signals changes according to the train speed. The faster the speed V, the longer the interval time T. STI The smaller it is, the more effective it is in ensuring the effectiveness of the measures set up in the present invention to overcome the risk of high-speed train rear-end collisions.

[0103] like Figure 15As shown in the figure, it is a schematic diagram of the lower limit value of the time interval of the preferred embodiment 1 of the present invention. The lower limit value of the time interval T shown in the figure is LLTI is the lower limit of the time interval A2 between the current train and the first preceding train. It can be seen that the lower limit of the time interval T LLTI The value changes with the current train head speed V HP The value increases and increases with the speed V of the rear of the first train TB The value increases and decreases, corresponding to V HP and V TB Any value can be read to obtain the lower limit value T of the time interval of the required element A2 LLTI It can be understood that T LLT1 It is just an example. The current train head speed V shown in the figure is HP is 360km / h and the rear speed of the first preceding train is V TB The lower limit of the time interval T at 360 km / h LLTI It is 60S, that is, when the current train is tracking the first train that was traveling at a speed of 360km / h at the current position, if the A2 value obtained by the current train from the vehicle time source is equal to or less than 60S, the current train will immediately take control of its own train braking to restore the A2 value obtained when the current train reaches the space in front and maintain it above 60S.

[0104] like Figure 16 As shown, it is a schematic diagram of the train control process of the preferred embodiment 1 of the present invention, as shown in FIG. Figure 16 As shown in (a) and (b), the first train in front is traveling at a constant speed of V1. When it reaches the distance S1 at time t1, it takes conventional braking until it stops. The speed of the rear train of the first train in front is V TP From time point t1, V1 gradually decreases to zero at time point t3, and the distance of the first preceding train gradually increases to S3 at time point t3. When the current train controlled by the present invention reaches distance S1 at time point t2, the time source at position S1 obtains information about the change in the driving status of the first preceding train. In the figure, without taking into account the braking control delay of the current train, it is considered that the current train immediately starts its own train braking control at the distance position S1 at time point t2. At time point t4, the current train gradually decreases its speed V2 to zero at time point t4 and stops at distance S2. It can be seen that the current train never reaches the same distance as the first preceding train at any identical time point within the entire time range, that is, no inter-train collision occurs, and the purpose of preventing train rear-end collisions is achieved.

[0105] like Figure 16As shown in (c) and (d), the first train is traveling at a constant speed of V1. When it reaches the distance S3 at time t1, it takes emergency braking until it stops. The tail speed of the first train is V TP V1 gradually decreases from time point t1 to zero at time point t3, and the distance of the first preceding train gradually increases to stop at S4 at time point t3. When the current train controlled by the present invention reaches distance S3 at time point t2, the time source at position S3 obtains information about the change in the driving status of the first preceding train. In the figure, without taking into account the braking control delay of the current train, it is considered that the current train immediately starts the braking control of its own train at time point t2, distance S3. The current train is expected to stop at time point t4 and reach distance S5. It can be seen that due to the maximum braking rate limit of the current train, the current train stops at t a At time point t, the train collides with the first train. As can be seen from the figure, the speed of the train increases with time. At the collision time point t a The speed of the first train and the current train are significantly reduced compared to the speed V2, thus achieving the purpose of preventing high-speed rear-end collisions. Figure 16 (d) It can be seen that the preferred train anti-rear-end collision control is that the current train takes the same emergency braking as the first preceding train at time point t1 and distance S1, and obtains S as shown in the figure. HPW The train stops at S2 at time t3 to prevent the train from rear-ending. HPW To control the train's progress, the current train must establish real-time and reliable information sharing with the preceding train. The control method of the present invention is a preferred solution for reliable information sharing. While the real-time performance of the present method is somewhat reduced, it ensures reliable information sharing. While the present method cannot completely prevent rear-end collisions, it can reliably ensure the prevention of high-speed rear-end collisions. The train control method of the present invention is unaffected by changes in the train tracking interval and is particularly suitable for tracking trains operating at close intervals.

[0106] like Figure 17 As shown, this is a block diagram of the principles of the present invention, which includes a detection module DM, a timing module TMM, a transmission module TM, and a power module PM. The detection module DM detects a vehicle signal source VS, generates a timing signal MS, and sends it to the TMM. The timing module TMM generates timing data TD between events in which different vehicle signal sources arrive at the same space, and sends it to TM. The transmission module TM generates a transmission signal TS including an array of timing data and sends it to the air space. The power module PM outputs electrical energy and sends it to the detection module DM, the timing module TMM, and the transmission module TM.

[0107] like Figure 18 FIG. 1 is a flow chart of the train control method of the present invention, comprising the steps of:

[0108] Step S11, determine the time interval between the arrival of the sequence vehicle signal source at the same spatial sequence event. Figure 12 Set up ANT, connecting cables and vehicle-mounted equipment in the manner shown, and Figure 6 Tracking operation in the manner shown, the vehicle time source is Figure 6 Set up in the manner shown, and Figure 8 The timing data array is generated in the manner shown. The current train is Figure 7 The current train operates in the manner shown and when the third wheel of the current train arrives at the current train time source space, its onboard equipment receives the transmission signal TS output by the current train time source to the air space, and the current train onboard equipment demodulates the transmission signal TS and obtains Figure 9 (c) The structure shown and Figure 10 Shown A G (38) The complete timing data array information of the time series, including the time series from A1 to A 38 The values ​​of a total of 38 elements.

[0109] Step S12: Calculate the lower limit of the time interval required to ensure the current train running safety based on the determined time interval. Figure 5 (c) As shown in the figure, in the case where the specific model of the first train has been determined, the wheel arrangement order and spatial relationship of the first train and the distance between them are both known values ​​for the current train, and the onboard equipment of the current train uses Figure 5 The spatial relationship shown in (c) can be determined as follows: ⑥A G The element A1 of (38) is the distance L from the signal source of the current train head vehicle HO The corresponding time interval, where A1 is the current train time interval A P One of them, L HO L is the signal source distance between the current head vehicle of the train, HO is the current train vehicle signal source distance L P One of them; ⑦A G The elements A2 and / or A3 of (38) are the time intervals between the current train and the first preceding train, and A2 or A3 is the time interval A between the current train and the preceding train. PB One of them; ⑧A G (38) Element A4 is the distance L between the signal source and the rear vehicle of the first preceding train. T1 The corresponding time interval, wherein A4 is the time interval of the first train before, and A4 is the time interval of the first train before B One of them, L T1 is the signal source distance L between the first train and the vehicle B One of them. Calculate the function T based on the lower limit value LLTI =f(A P , AB A PB L P L B ) and the determined A P A B A PB L P L B the following calculation: (9) calculate the current train head speed V HP and the speed V TB of the preceding first train tail at the current position: V HP = L HO / A1, V TB = L T1 / A4, wherein L HO is the current train head vehicle source interval, A1 is the time interval corresponding to the current train head vehicle source interval, L T1 is the preceding first train tail vehicle source interval, and A4 is the time interval corresponding to the preceding first train tail vehicle source interval; (10) according to the calculated V HP and V TB and A PB read the pre-stored time interval lower limit value T HP of element A2 corresponding to V TB and V PB and A LLTI . Step

[0110] Step S13, when the time interval reaches the time interval lower limit value, generate a control signal for braking to perform braking control, so that the current train travels to the determined time interval recovery and remains above the time interval lower limit value calculated accordingly. The numerical value of element A2 is compared with the read time interval lower limit value T LLTI of element A2 to determine whether A2 is less than or equal to T LLTI , if yes, it is reached, if not, it is not reached. The generated control signal for braking is a signal suitable for a specific type of train braking device and / or different from the type of train braking device or different train braking rate. By itself to take the brake to reduce the train speed so that the subsequent determined element A2 vector value increases in the direction of change, by controlling the brake coefficient and the brake duration to make the current train operation above the pre-compiled time interval lower limit value T LLTI .

[0111] It should be noted that in step S12, when the preceding first train specific type has not been determined, the current train can also be determined according to the train type of the preceding first train tail. Figure 13The preferred embodiment 1 of the present invention shows that the method for identifying the timing data elements of the train head and the train tail adopts machine vision recognition to obtain: the current train head outline is A1, the distance between the current train head and the vehicle source is L HO The corresponding time interval is A1; the first train profile is A4 A5 A6 A7 A8 A9 A 10 A 11 A 12 A 13 A 14 A 15 A 16 A 17 , the signal source distance L from the rear vehicle of the first train T1 The corresponding time interval is A4, and the signal source distance from the first train head vehicle is L H1 The corresponding time interval is A 17 ; The second train profile is A 20 A 21 A 22 A 23 A 24 A 25 A 26 A 27 A 28 A 29 A 30 A 31 A 32 A 33 , the signal source distance L from the rear vehicle of the second preceding train T2 The corresponding time interval is A 20 , the signal source distance L from the head vehicle of the second train H2 The corresponding time interval is A 33 ; The first third train has a profile of A 36 A 37 A 38 , the signal source distance L from the rear vehicle of the third preceding train T3 The corresponding time interval is A 36 ; The time interval A between the current train and the first previous train PB A2 and / or A3, the time interval A between the first preceding train and the second preceding train PB A 18 and / or A 19 , the time interval A between the second preceding train and the third preceding train PB A 34 and / or A 35 . Based on the first train profile A4 A5 A6 A7 A8 A9 A 10 A 11 A 12 A13 A 14 A 15 A 16 A 17 Compare the train profile data stored in the pre-stored train model database to determine the specific model of the first train, and read the vehicle source spacing L that matches the current train model and corresponds to the current train time interval A1 stored in the train database. HO , read the tail vehicle signal source distance L that matches the previous first train model and corresponds to the previous first train time interval A4 pre-stored in the train database T1 , read the train database pre-stored with the first train model and the time interval A with the first train 17 The corresponding head vehicle source distance L H1 ; Calculate the current train head speed V HP and the velocity V of the tail of the first train at its current position TB =V HP =L HO / A1,V TB =L T1 / A4; Based on the calculated V HP and V TB And the determined A PB Read the pre-stored V HP and V TB and A PB The corresponding lower limit value T of the time interval of element A2 LLTI .

[0112] The lower limit value of the time interval T is calculated in step S12. LLTI , in order to simulate the running status of the model train in the existing line in advance using simulation technology, compile the train in various states, including different V HP and V TB and A PB The lower limit value data of the time interval under the condition is obtained and stored in the database of the on-board device. When the method of the present invention is run on the train, when the same situation as the simulation is encountered, for example, when a certain V HP and V TB and A PB When the vehicle time interval lower limit value T corresponding to the stored situation is called LLTI .

[0113] In the above step S12, the simulation technology is used to compile the vehicle time interval lower limit value T LLTI , the following function is used in the calculation: T LLTI =f(A P , A B , APB , L P , L B ), wherein A P is the current train time interval, A B is the preceding train time interval, A PB is the current train and preceding train time interval, L P is the current train vehicle source spacing corresponding to A P , L B is the preceding train vehicle source spacing corresponding to A B .

[0114] In the step S12, the lower limit value of the time interval is preset, including: storing in advance different current train time intervals, different current train vehicle source spacings corresponding to the current train time interval, different preceding train time intervals, different preceding train vehicle source spacings corresponding to the preceding train time interval, and different time interval lower limit values under different current train and preceding train time intervals; and reading the stored lower limit value according to the determined different current train time intervals, different current train vehicle source spacings corresponding to the current train time interval, different preceding train time intervals, different preceding train vehicle source spacings corresponding to the preceding train time interval, and different current train and preceding train time intervals.

[0115] In another aspect, the application further provides a method for a current train to identify a preceding train braking intention, including the steps of: S21, determining a time interval between sequential vehicle sources reaching the same space sequential event; S22, calculating a lower limit value of a time interval required to ensure safety of the preceding train according to the determined time interval; and S23, determining that the preceding train braking is a braking to prevent a rear-end collision with the preceding train when the preceding train time interval reaches the lower limit value of the time interval required to ensure safety of the preceding train.

[0116] The step S21 is the same as the step S11 in the flow chart of the train control method of the application. Figure 18 The step S11 in the flow chart of the train control method of the application is the same as the step S11.

[0117] In the step S22, the current train uses machine vision to determine A G (38) elements A 18 and / or A 19 is the preceding first train and preceding second train time interval A PBB , the preceding first train profile is A4 A5 A6 A7 A8 A9 A 10 A 11 A 12 A 13 A 14 A 15 A16 A 17 , compare the previous first train profile with the pre-stored train model database to determine the previous first train model, and read the pre-stored train database that matches the previous first train model and has a time interval A with the head of the previous first train based on the determined previous first train model 17 The corresponding head vehicle source distance L H1 To determine the first second train profile A 20 A 21 A 22 A 23 A 24 A 25 A 26 A 27 A 28 A 29 A 30 A 31 A 32 A 33 Compare with the pre-stored train model database to determine the previous second train model, read the pre-stored train database that matches the previous second train model and has a time interval A with the tail of the previous second train 20 The corresponding rear vehicle signal source distance L T2 , read the train database pre-stored with the second train model and the time interval A with the second train head 33 The corresponding head vehicle source distance L H2 , calculate the speed V of the first train head HPB and the velocity V of the tail of the second preceding train at its current position TBB =V HPB =L H1 / A 17 , V TBB =L T2 / A 20 ; Based on the calculated V HPB and V TBB and the determined A PBB Read the pre-stored V HPB and V TBB and A PBB The corresponding element A 18 The lower limit of the time interval T LLTIB .

[0118] The time interval lower limit T is calculated in step S22. LLTIB , in order to simulate the running status of the model train in the existing line in advance using simulation technology, compile the train in various states, including different V HPB and V TBB and APBB the database of the vehicle-mounted device, so that, in the case that the current train identifies the specific model of the first preceding train and the specific model of the second preceding train and obtains the operation-related time data of the first preceding train and the second preceding train from the time source, the current train can simulate the operation of the first preceding train according to the information provided by the time source and determine the specific situation of the first preceding train implementing the present application. When the current train simulates the operation of the first preceding train, if the time interval A 18 reaches the lower limit of the time interval T LLTIB , the current train determines that the braking intention of the first preceding train is to prevent the first preceding train from colliding with the second preceding train.

[0119] The lower limit of the time interval T LLTIB is calculated by using the following function: T LLTIB = f(A B , A BB , A PBB , L B , L BB ), wherein AB is the time interval of the preceding train, A BB is the time interval of the first preceding train, A PBB is the time interval of the second preceding train, L B corresponds to A B , and L BB corresponds to A BB . The time interval of the preceding train includes the time interval of the first preceding train, the time interval of the second preceding train, and the time interval of the third preceding train. The time interval of the preceding train and the time interval of the preceding train includes the time interval of the first preceding train and the second preceding train, and the time interval of the second preceding train and the third preceding train. The preceding train wheel source distance includes the first preceding train wheel source distance, the second preceding train wheel source distance, and the third preceding train wheel source distance. The preceding train wheel source distance of the preceding train includes the second preceding train wheel source distance and the third preceding train wheel source distance.

[0120] In the above step S22, the lower limit of the time interval T LLTIBThe preset lower limit value includes: different preceding train time intervals, different preceding train vehicle source spacings corresponding to the different preceding train time intervals, different preceding train time intervals of different preceding trains, different preceding train vehicle source spacings of different preceding trains corresponding to the different preceding train time intervals of the different preceding trains, and different lower limit values of different time intervals under different preceding trains and different preceding train time intervals.

[0121] In another aspect, the application also provides a method for a current train to autonomously check the integrity of a preceding train in a current space before a preceding train, comprising the steps of: S31, determining a time interval between sequential vehicle sources arriving at a same space sequential event; S32, calculating a preceding train integrity criterion characteristic quantity according to the determined time interval; and S33, determining that the preceding train integrity is lost when the criterion characteristic quantity reaches a preset threshold value.

[0122] The preceding train integrity includes preceding first train integrity and preceding second train integrity. For ease of description, only the preceding first train integrity is described below.

[0123] The step S31 is the same as the step S11 described in the flow chart of the train control method of the application. Figure 18 The step S11 described in the flow chart of the train control method of the application is the same as the step S11 described in the flow chart of the train control method of the application.

[0124] In the step S32, the preceding first train integrity criterion characteristic quantity R CQ is calculated by using a function: R CQ = A4L H1 / A 17 L T1 wherein A4 is a preceding first train tail time interval, A 17 is a preceding first train head time interval, L H1 is a preceding first train head vehicle source spacing, and L T1 is a preceding first train tail vehicle source spacing.

[0125] In the step S33, the threshold value is a preset numerical constant 1.5, and the calculated RCQ value is compared with the numerical constant 1.5 in value to determine whether the preceding first train integrity is lost when R CQ is greater than or equal to 1.5. The preceding first train integrity loss is that the integrity of the whole connection of the preceding first train is damaged.

[0126] On the other hand, the present invention also provides a method for a current train to autonomously measure the speed of a preceding train in the current space, including the steps of: S41, determining the time interval between the arrival of sequence vehicle signal sources at the same spatial sequence events; S42, calculating the preceding speed of the preceding train based on the determined time interval.

[0127] The above step S41 is as follows Figure 18 The same step as step S11 described in the flow chart of the train control method of the present invention.

[0128] In the above step S42, the calculation of the previous train's early speed includes the speed of the previous first train in the current space and the speed V of the previous second train in the current space. B , using the function: V B =L K / A K , where A K is the time interval between the preceding trains, L K For A K The corresponding preceding train vehicle source distance. The preferred embodiment 1 of the present invention uses A4 as A K , with L T1 As L K Calculate the speed of the first train in the current space in the early stage, using A 20 As A K , with L T2 As L K Calculate the speed of the second train in the previous period in the current space.

[0129] like Figure 19 As shown in FIG. 1 , it is a schematic diagram of the facility layout of the preferred embodiment 2 of the present invention. It can be seen that the maglev train runs along the maglev track. The protruding objects on the outer contour of the vehicle body are the vehicle metal parts, and the concave parts on the outer contour of the vehicle body are the vehicle air parts. The vehicle metal parts and the vehicle air parts together constitute the vehicle signal source for electromagnetic property transformation. The vehicle time source uses the difference in electromagnetic properties of the vehicle metal parts and the vehicle air parts as the detection object. The vehicle time source is installed on the maglev track with a single module structure. The vehicle time source adopts the following method: Figure 2 When the vehicle metal parts and vehicle air parts pass through the detection space of the vehicle time source along the track, Figure 2 The coil Coll1 and the coil Coil2 sense the approach and departure of the vehicle metal parts and the vehicle air parts together, which means that the maglev train outputs a sequence of vehicle source signals to the vehicle time source and / or the vehicle time source obtains the following information: Figure 20 The electromagnetic characteristics of the metal parts signal and the air parts signal shown in the figure are alternately transformed into the vehicle source signal VS. The vehicle timing source generates the timing signal MS and the output transmission signal TS under the stimulation of the alternating transformation of the electromagnetic characteristics of the vehicle metal parts signal and the air parts signal.Figure 2 The antenna ANT shown in the circuit diagram transmits to air space. A receiving antenna ANT is installed on the maglev train. It receives the transmission signal TS output by the vehicle timing source and transmits it via a connecting cable to the maglev train's onboard equipment. The onboard equipment uses the transmission signal TS to obtain the timing data array information transmitted by the vehicle timing source. When the integrity of the maglev train is maintained intact, the spatial relationship between the vehicle's metal parts and the vehicle's air components can be guaranteed to remain constant within the detection range of the vehicle timing source and / or the train's operating space.

[0130] like Figure 20 As shown, it is the timing diagram of the vehicle timing source of the preferred embodiment 2 of the present invention. It can be seen that the vehicle signal source signal VS output by the vehicle signal source is a signal output by the train vehicle signal source to the vehicle timing source, which is composed of electromagnetic characteristics alternatingly transformed by vehicle metal parts and vehicle air parts. Every time the electromagnetic characteristics of the vehicle timing source change, the timing signal MS changes state and outputs a transmission signal TS.

[0131] like Figure 21 As shown, it is a schematic diagram of the spatial relationship of facilities in a preferred embodiment 2 of the present invention, where LH is the signal source distance between the vehicles at the head of the maglev train, and LT is the signal source distance between the vehicles at the tail of the maglev train.

[0132] like Figure 22 As shown in the figure, it is a schematic diagram of the application scenario of the preferred embodiment 2 of the present invention. It can be seen that train 1, train 2 and train 3 are running along the same track along the track in the driving direction. The vehicle time source 1, vehicle time source 2, vehicle time source 3, vehicle time source 4 and vehicle time source 5 are set at the LDI distance interval. The vehicle time source 2, vehicle time source 4 and vehicle time source 5 within the range of the track line occupied by the train obtains vibration energy to make the built-in detection module power supply V DM Normal power supply can ensure the continuous detection state of the detection module. The track line area shown by DA is the continuous detection area, which can automatically cover the detection range required by the vehicle signal source. The track line area shown by UA is the non-detection area. The vehicle time source 1 and the vehicle time source 3 are in the state of power depletion of the detection module, and the detection of the vehicle signal source is stopped. TIMTM It is the power supply for the timing module and the transmission module. Since the module is implemented with micro energy consumption technology, it can ensure V TIMTM The power supply remains normal, and time difference measurements are continuously performed. As can be seen in the figure, the air components of train 1 have just reached train time source 5, the metal components of train 2 have just reached train time source 4, and the air components of train 3 have just reached train time source 2. Train time sources 5, 4, and 2 have just been excited by the vehicle signal source with transformed electromagnetic properties. At this point, train time sources 5, 4, and 2 have just output their respective TS signals.

[0133] like Figure 23As shown in FIG. 2, a schematic diagram of the timing data array elements of the preferred embodiment 2 of the present invention is shown. Figure 22 The vehicle air parts of the train 3 shown have just arrived at all elements of the timing data array under the vehicle timing source 2 and their corresponding vehicle metal parts and vehicle air parts. The number of elements in the timing data array is 8.

[0134] like Figure 24 As shown in FIG. 2 , which is a timing diagram of a vehicle time source application scenario in a preferred embodiment of the present invention, it can be seen that Figure 22 The maglev train 1 shown is as follows Figure 19 The front end of the head vehicle metal parts shown in t a When the vehicle source 2 arrives at the time point, the end of the metal part of the rear vehicle is at t d The time point arrives at vehicle source 2, such as Figure 22 The maglev train 2 shown is as follows Figure 19 The front end of the head vehicle metal parts shown in t e When the vehicle source 2 arrives at the time point, the end of the metal part of the rear vehicle is at t h The time point arrives at vehicle source 2, such as Figure 22 The maglev train 3 shown is as follows Figure 19 The front end of the head vehicle metal parts shown in t i When the vehicle source 2 arrives at the time point, the end of the metal part of the vehicle at the head is at t j Arrival time source 2. Figure 24 As shown in the figure, when each vehicle metal part or vehicle air part reaches the vehicle timing source 2 space, the timing signal MS of the vehicle timing source changes state. When each timing signal MS changes state, the vehicle timing source outputs a transmission signal TS including timing data array information. A (8) The front end of the metal parts of the head vehicle of the train 1 is at t a When the time point reaches the vehicle time source 2, the TS output by the vehicle time source 2 is A D (8) is the end of the metal parts of the rear vehicle of train 1 at t d When the time point reaches the vehicle time source 2, the TS output by the vehicle time source 2 is A E (8) The front end of the metal parts of the head vehicle of train 2 is at t e When the time point reaches the vehicle time source 2, the TS output by the vehicle time source 2 is A H (8) is the end of the metal parts of the rear vehicle of train 2 at t h When the time point reaches the vehicle time source 2, the TS output by the vehicle time source 2 is A I (8) The front end of the metal parts of the train 3 head vehicle is at t i When the time point reaches the vehicle time source 2, the TS output by the vehicle time source 2 is A J (8) The end of the metal parts of the head vehicle of train 3 is at t jWhen the time point reaches vehicle time source 2, it is the TS output by vehicle time source 2.

[0135] like Figure 25 As shown in FIG, it is a flowchart of the timing module and transmission module program of the preferred embodiment 2 of the present invention. Figure 25 In the embodiment, the CC1312R receives a change in the timing signal MS, which is a process in which the electromotive force at pin 5 of LDC0851 is detected by pin 7 of CC1312R, causing a decrease or increase. It will be appreciated that while this embodiment 2 uses the electromotive force change at pin 5 of LDC0851 to transmit the time point of the source space event when the vehicle signal source arrives at the vehicle to pin 7 of CC1312R, various circuit variations or modifications may also be made, for example, using charge transfer, magnetic changes, or optical changes to transmit the time point of the source space event when the vehicle signal source arrives at the vehicle.

[0136] It is understood that the preferred embodiment 2 can adopt Figure 13 、 Figure 14 、 Figure 15 、 Figure 16 、 Figure 17 and Figure 18 The methods and / or steps shown implement the same operations as those in the preferred embodiment 1 and obtain the same technical effects as those in the preferred embodiment 1. For example, Figure 22 The maglev train 3 shown is based on the function T LLTI =f(A P , A B , A PB , L P , L B ) Calculate the required Figure 24 The lower limit value T of the element A2 of AJ(8) shown LLTI , and the maglev train 3 takes its own braking control to keep the element A2 at T LLTI above; for example, Figure 22 The maglev train 3 shown is based on the function R CQ =A3L H / A5L T Calculate as Figure 22 The train integrity criterion characteristic quantity of the maglev train 2 shown and the state of the early train integrity of the maglev train 2 are determined; for example, Figure 22 The train 3 shown simulates the operation of the maglev train 2, with the function T LLTIB =f(A B , A BB , A PBB ,,L B , L BB ) Calculate the required conditions for the maglev train 2 to ensure safe operation. Figure 23 A shown J(8) and the lower limit value of the element A6 and the determination of the intention of the maglev train 2 to take braking control; for example, Figure 22 The maglev train 3 shown is A J The value of element A3 in (8) and the value of maglev train 2 are as follows Figure 21 L shown T The value is expressed as a function of V B =L T / A3 calculates Figure 22 The maglev train 2 shown in FIG. Figure 22 The speed V of the car in the space of source 2 is shown B ...I won't go into details here.

[0137] like Figure 26 As shown in FIG. 1 , it is a schematic diagram of the facility layout of the preferred embodiment 3 of the present invention. It can be seen that the train travels along the track line, and a vehicle timing source is provided on the track line. The train is provided with four vehicle-mounted signal sources, namely the head vehicle-mounted signal source, the second vehicle-mounted signal source, the third vehicle-mounted signal source and the rear vehicle-mounted signal source. The vehicle-mounted signal source outputs a continuous wave radio signal to the air space. The train uses the radio signal output by the vehicle-mounted signal source as the vehicle signal source, and the vehicle timing source uses the amplitude and / or phase difference of the radio signal as the detection object. When the train passes through the detection space of the vehicle timing source, the detection module obtains the following information: Figure 29 The VS shown here represents a signal with alternating amplitudes and / or phases between the vehicle-mounted signal and the airborne signal. The spatial relationship between the vehicle-mounted signal source and the vehicle ensures that it remains constant within the timeframe of the vehicle-based time source detection and / or the spatial range of the train's operation. The vehicle-based time source compares the amplitude and / or phase of the radio signal with internal thresholds. When the amplitude and / or phase of the radio signal reaches the preset amplitude and / or phase thresholds, a vehicle-mounted signal source arrival at the vehicle-based time source spatial event has occurred.

[0138] like Figure 27 Figure 2 shows the circuit diagram of a vehicle-mounted signal source in preferred embodiment 3 of the present invention, comprising a signal module and a power module. The signal module utilizes the CC1312R wireless microcontroller, programmed to operate at a 433MHz continuous wave frequency, with a 2MHz internal clock and an output power of 10dBm. The power module utilizes the LTC3588-2 ultra-quiescent current power supply, designed specifically for energy harvesting and / or low-current step-down applications. The PFCB-W14 piezoelectric element captures train vibration energy.

[0139] like Figure 28As shown in the figure, it is a vehicle time source circuit diagram of the preferred embodiment 3 of the present application, which includes a detection module, a time measurement module, a transmission module and a power module. The detection module, the time measurement module and the transmission module jointly use a wireless single-chip microcomputer CC1312R integrated circuit to complete the work of 433MHz signal receiving, amplifying, filtering, amplitude / demodulation, numerical comparison, time measurement, selecting test data output array, sending transmission signal and the like. The wireless single-chip microcomputer CC1312R uses the received vehicle signal amplitude and / or phase to compare with the preset threshold value to determine, when the received vehicle signal speed and / or phase reaches the preset threshold value, it is determined that the vehicle signal reaches the vehicle time source space. The transmission signal frequency output by the vehicle time source is 868MHz, the power is 10dBm, and the FSK data modulation is used. The power module uses integrated circuit LTC3588-2 and PFCB-W14 piezoelectric element and the like.

[0140] As shown in the figure, it is a vehicle time source circuit diagram of the preferred embodiment 3 of the present application, which includes a detection module, a time measurement module, a transmission module and a power module. The detection module, the time measurement module and the transmission module jointly use a wireless single-chip microcomputer CC1312R integrated circuit to complete the work of 433MHz signal receiving, amplifying, filtering, amplitude / demodulation, numerical comparison, time measurement, selecting test data output array, sending transmission signal and the like. The wireless single-chip microcomputer CC1312R uses the received vehicle signal amplitude and / or phase to compare with the preset threshold value to determine, when the received vehicle signal speed and / or phase reaches the preset threshold value, it is determined that the vehicle signal reaches the vehicle time source space. The transmission signal frequency output by the vehicle time source is 868MHz, the power is 10dBm, and the FSK data modulation is used. The power module uses integrated circuit LTC3588-2 and PFCB-W14 piezoelectric element and the like. Figure 29 As shown in the figure, it is a vehicle time source timing diagram of the preferred embodiment 3 of the present application, VS is the vehicle source signal obtained by the vehicle time source by using the vehicle signal and the air signal to be spaced and connected, TS is the transmission signal output by the vehicle time source including the time measurement data array information, and it can be seen that the vehicle time source outputs a transmission signal TS when each vehicle signal source reaches the vehicle time source space.

[0141] As shown in the figure, it is a vehicle time source timing diagram of the preferred embodiment 3 of the present application, VS is the vehicle source signal obtained by the vehicle time source by using the vehicle signal and the air signal to be spaced and connected, TS is the transmission signal output by the vehicle time source including the time measurement data array information, and it can be seen that the vehicle time source outputs a transmission signal TS when each vehicle signal source reaches the vehicle time source space. Figure 30 As shown in the figure, it is a vehicle time source timing diagram of the preferred embodiment 3 of the present application, VS is the vehicle source signal obtained by the vehicle time source by using the vehicle signal and the air signal to be spaced and connected, TS is the transmission signal output by the vehicle time source including the time measurement data array information, and it can be seen that the vehicle time source outputs a transmission signal TS when each vehicle signal source reaches the vehicle time source space. DI As shown in the figure, it is a vehicle time source timing diagram of the preferred embodiment 3 of the present application, VS is the vehicle source signal obtained by the vehicle time source by using the vehicle signal and the air signal to be spaced and connected, TS is the transmission signal output by the vehicle time source including the time measurement data array information, and it can be seen that the vehicle time source outputs a transmission signal TS when each vehicle signal source reaches the vehicle time source space. DMTIMTM As shown in the figure, it is a vehicle time source timing diagram of the preferred embodiment 3 of the present application, VS is the vehicle source signal obtained by the vehicle time source by using the vehicle signal and the air signal to be spaced and connected, TS is the transmission signal output by the vehicle time source including the time measurement data array information, and it can be seen that the vehicle time source outputs a transmission signal TS when each vehicle signal source reaches the vehicle time source space. TIMTM As shown in the figure, it is a vehicle time source timing diagram of the preferred embodiment 3 of the present application, VS is the vehicle source signal obtained by the vehicle time source by using the vehicle signal and the air signal to be spaced and connected, TS is the transmission signal output by the vehicle time source including the time measurement data array information, and it can be seen that the vehicle time source outputs a transmission signal TS when each vehicle signal source reaches the vehicle time source space.

[0142] As shown in the figure, it is a vehicle time source timing diagram of the preferred embodiment 3 of the present application, VS is the vehicle source signal obtained by the vehicle time source by using the vehicle signal and the air signal to be spaced and connected, TS is the transmission signal output by the vehicle time source including the time measurement data array information, and it can be seen that the vehicle time source outputs a transmission signal TS when each vehicle signal source reaches the vehicle time source space. Figure 31 As shown in the figure, it is a vehicle time source timing diagram of the preferred embodiment 3 of the present application, VS is the vehicle source signal obtained by the vehicle time source by using the vehicle signal and the air signal to be spaced and connected, TS is the transmission signal output by the vehicle time source including the time measurement data array information, and it can be seen that the vehicle time source outputs a transmission signal TS when each vehicle signal source reaches the vehicle time source space. Figure 30 As shown in the figure, it is a vehicle time source timing diagram of the preferred embodiment 3 of the present application, VS is the vehicle source signal obtained by the vehicle time source by using the vehicle signal and the air signal to be spaced and connected, TS is the transmission signal output by the vehicle time source including the time measurement data array information, and it can be seen that the vehicle time source outputs a transmission signal TS when each vehicle signal source reaches the vehicle time source space.

[0143] like Figure 32 As shown in FIG. 3, a schematic diagram of a scene for generating a timing data array according to a preferred embodiment of the present invention is shown. Figure 32 (a) As can be seen Figure 30 The signal source on the rear vehicle of train 2 is shown at t j Arrival time point in the vehicle time source 2 space timing data array A J (8) elements, by Figure 32 (b) As can be seen Figure 30 The signal source on the head of train 3 is shown at t k The timing data array A in the source space when the vehicle arrives at the time point K (8) elements, by Figure 32 (c) As can be seen Figure 30 The timing data array A of the second onboard signal source of train 3 in the space of source 2 is shown when the second onboard signal source of train 3 arrives at time t1. L (8), the length of the distance in the figure indicates the magnitude of the time measurement data.

[0144] like Figure 33 As shown in FIG. 3 , which is a timing diagram of a vehicle time source application scenario in a preferred embodiment of the present invention, it can be seen that Figure 30 The signal source on the head of train 1 is shown at t c When the vehicle source 2 arrives at the time point, the signal source of the vehicle behind it is at t f When the signal source arrives at train 2 at time t, the signal source on the head of train 2 is at t g When the vehicle source 2 arrives at the time point, the signal source of the vehicle behind it is at t j The signal source of train 2 arrives at time t, and the signal source of the head vehicle of train 3 arrives at time t k At time t1, the second onboard signal source arrives at the vehicle timing source 2. In the figure, when each onboard signal source arrives at the vehicle timing source 2, the vehicle timing source outputs a transmission signal TS including the timing data array information. Ac(8) is the signal source on the head vehicle of train 1 at t2. c TS under source 2 of the vehicle arrival time point, A F (8) is the signal source on the rear of train 1 at t f TS under source 2 of the vehicle arrival time point, A G (8) is the signal source on the head of train 2 at t g TS under source 2 of the vehicle arrival time point, A J (8) is the signal source on the rear of train 2 at t j TS under source 2 of the vehicle arrival time point, A K (8) is the signal source on the head of train 3 at t k TS under source 2 of the vehicle arrival time point, A L(8) is the TS of the second onboard signal source of train 3 under source 2 at time t1.

[0145] like Figure 34 As shown, it is a flowchart of the program flow of the detection module, timing module and transmission module of the preferred embodiment 3 of the present invention. In the flowchart, the CC1312R detects the arrival of a vehicle-borne signal and generates a timing signal, which is a process of measuring the amplitude and / or phase of the vehicle-borne signal by CC1312R. When the amplitude and / or phase reaches a preset threshold, the internal charge movement of CC1312R controls its built-in functions and / or software processes to implement the transformation. It can be understood that although embodiment 3 is based on the CC1312R being stimulated by an external vehicle-borne signal source and generating internal charge movement to transmit the message of the time point of the source space event when the vehicle signal source arrives at the vehicle, various circuit variations can also be made, including using magnetic changes, light changes or electromotive force changes to transmit the message of the time point of the source space event when the vehicle signal source arrives at the vehicle, and the same information as above can still be obtained. Figure 34 The equivalent technical effects.

[0146] It is understood that the preferred embodiment 3 can be used Figure 13 、 Figure 14 、 Figure 15 、 Figure 16 、 Figure 17 and Figure 18 The methods and / or steps shown implement the same operations as those in the preferred embodiment 1 and obtain the same technical effects as those in the preferred embodiment 1. For example, Figure 30 The train 3 shown is a function of T LLTI =f(A P , A B , A PB , L P , L B ) Calculate the required Figure 32 、 Figure 33 A shown L (8) Figure 31 The lower limit value T of element A2 shown LLTI , and train 3 takes its own braking control to keep element A2 at T LLTI above; for example, Figure 30 The train 3 shown is based on the function R CQ =A3L H / A5L T Calculate as Figure 30 The train integrity criterion characteristic quantity of the train 2 shown and the state of the train integrity of the train 2 in the early stage are determined; for example, Figure 30 The train 3 shown simulates the operation of the train 2, with the function T LLTIB =f(A B , ABB , A PBB , L B , L BB ) Calculate the required parameters for train 2 to ensure safe operation. Figure 32 、 Figure 33 A shown L (8) Figure 31 The lower limit value of the element A6 shown in FIG2 is used to determine the intention of the train 2 to take braking control; for example, Figure 30 Train 3 shown uses A L (8) The value of element A3 and train 2 are as follows Figure 30 L shown T The value is expressed as a function of V B =L T / A3 calculates Figure 30 The train 2 shown in the figure is in the early stage. Figure 30 The speed V of the car in the space of source 2 is shown B ...I won't go into details here.

[0147] like Figure 35 The figure shows a schematic diagram of the facility layout of a preferred embodiment 4 of the present invention. As can be seen, a maglev train travels along the maglev track. Protruding objects on the vehicle's outer contour passing through the vehicle timing source detection space are metal parts, while the unused space outside the vehicle contour is the vehicle's air parts. These metal parts and air parts together constitute a vehicle signal source that detects changes in the return wave characteristics. The vehicle timing source detects these changes in the return wave characteristics of the metal and air parts. The vehicle timing source is installed on the maglev track in a single module. As the metal and air parts of the vehicle travel along the track and sequentially pass through the space containing the vehicle timing source, the vehicle timing source is excited by the vehicle signal source signals, which alternately change the return wave characteristics of the metal and air parts. Under control of this alternating return wave characteristic excitation, the vehicle timing source outputs a transmission signal to the air space. A receiving antenna ANT on the maglev train receives the transmission signal output by the vehicle timing source and transmits it via a connecting cable to the onboard equipment of the maglev train. The onboard equipment then obtains the timing data array information transmitted by the vehicle timing source from the transmission signal. Maglev trains ensure that the inherent spatial relationship between the returning wave body and the vehicle remains constant over the time and space of the maglev train's operation. The vehicle-time source uses the Doppler radio signal amplitude to compare with a threshold set within the vehicle-time source. When the Doppler radio signal amplitude reaches the preset threshold, it is determined that a metal part of the vehicle has arrived at the vehicle-time source space event. When the Doppler radio signal amplitude returns to below the threshold, it is determined that an air part of the vehicle has arrived at the vehicle-time source space event.

[0148] like Figure 36 As shown in FIG. 4 , it is a circuit diagram of a vehicle timing source according to a preferred embodiment of the present invention, which includes a detection module, a timing module, a transmission module and a power supply module.

[0149] The detection module adopts integrated circuit IWR6843. IWR6843 is an integrated single-chip millimeter wave sensor capable of operating in a 60GHz to 64GHz frequency band and based on FMCW radar technology, which is built with TI's low-power 45nm RFCMOS process, and realizes unprecedented integration in a very small package. IWR6843 is an ideal solution for low-power, self-monitoring, ultra-precise radar systems in the industrial field, and is applied to motion detection and occupancy detection, etc. IWR6843 takes the vehicle metal parts and vehicle air parts as shown in Figure 35 the vehicle metal signal and the vehicle air signal as shown in Figure 37 , and the IWR6843 outputs the measurement signal as shown in Figure 37 MS to the measurement module and the transmission module CC1312R pin 6 through IWR6843 pin P5.

[0150] The time measurement module and the transmission module jointly use a wireless single-chip microcomputer CC1312R integrated circuit, which works at an internal clock of 2 MHz, and the transmission signal is programmed to work at a frequency of 868 MHz. When the IWR6843 provides a time measurement signal MS, the CC1312R changes the state at pin 6, and the CC1312R completes the operation including the generation of a time interval for measuring time, the generation of a time measurement data array, and the output of a transmission signal TS including the information of the time measurement data array. The counter in the CC1312R measures the time difference in the form of accumulated machine cycles, and the time difference measurement includes the millisecond-level precision measurement of the initial segment and the second-level measurement of the subsequent segment. The time difference measurement data includes millisecond data and second data. The millisecond data from 0000 to 7d00 records the millisecond data with a resolution of 0.25 ms for 0-8 seconds, the second data from 8000 to eddd records the second data with a resolution of 32 ms for 8-900 seconds, the time source state parameters are recorded from 7f01 to 7fff and edde to ffff, and the time difference measurement range is 15 minutes. When the time measurement signal MS at pin 6 of the CC1312R changes the logic state, the software program interrupt is triggered, and the program operation including the time difference measurement, the array generation, and the transmission signal output is started. The time difference measurement is the process of obtaining the time interval measurement data between the time points when the time measurement signal MS changes the logic state by controlling the CC1312R with the change of the electromotive force when the logic state of the time measurement signal MS changes. The array generation is the process of generating the time measurement data array by selecting and combining the time measurement data. In this embodiment, the time measurement data array is composed of the time measurement data selected in reverse order of the time measurement data generation time points starting from the current time measurement data generation time point, and the number of elements of the time measurement data array is 5. The transmission signal output is the output of the transmission signal including the information of the time measurement data array from the wireless single-chip microcomputer CC1312R to the air space, including the operations of turning on the radio frequency power, outputting the 868 MHz FSK signal, and turning off the radio frequency power. The output power of the transmission module is 10 dBm, and the FSK data rate is 250 kBaud. The transmission of a complete time measurement data array consumes less than 0.5 ms, and the train position change within 0.5 ms transmission time is less than 30 cm for a maglev train running at 2000 km / h.

[0151] The power module uses LTC3588-2 super-static current power and low-noise voltage regulator LP9512 designed for energy harvesting elements and / or low-current step-down applications. Embodiment 4 uses supercapacitor energy storage, and there are two power supplies in the figure. Two LTC3588-2s obtain environmental vibration energy through a piezoelectric element, and the time source is installed at a position where the vibration energy of the maglev train can be obtained. Before the train reaches the time source position, the vibration energy conducted through the track is obtained to activate the time source detection module. In the figure, C S1 and C s2 is an energy storage capacitor selected according to the type of track train and the actual situation of track vibration conduction. The timing module and the transmission module use independent power supply VTIMTM The power supply ensures that the timing module and the transmission module remain continuously timed to full scale 15 min when the maglev train is far away and the vibration energy is reduced.

[0152] As shown in Figure 37 , it is a timing source timing diagram of the preferred embodiment 4 of the application, and VS shown in the figure is the vehicle source signal output by the maglev train and / or obtained by the timing source when a maglev train passes through the timing source, and the Doppler return wave is used, and MS changes the logic state when the vehicle metal parts reach the timing source space and / or the vehicle air parts reach the timing source space, and the timing source outputs the transmission signal TS when MS changes the logic state.

[0153] As shown in Figure 38 , it is a schematic diagram of the application scene of the preferred embodiment 4 of the application, and it can be seen that train 1, train 2 and train 3 run along the track line in the same track in the direction of train operation, and timing source 1, timing source 2, timing source 3, timing source 4 and timing source 5 are arranged in the L DI distance interval, and the timing source 2, timing source 4 and timing source 5 within the range of the track line occupied by the train obtain the vibration energy to make the detection module power V DM in the timing source 2, timing source 4 and timing source 5 in the normal power supply state ensure that the detection module of the timing source 2, timing source 4 and timing source 5 is in the continuous detection state, and the track line area DA shown is the continuous detection area, which can automatically cover the detection range required by the vehicle source. The track line area UA shown is the non-detection area, and the timing source 1 and the timing source 3 are in the detection module power consumption state, and the detection of the vehicle source is in the stop detection state. TIMTM The power supply for the timing module and the transmission module, because the module is implemented by micro-energy consumption technology, can ensure that V TIMTM is always in a normal power supply state and the time difference measurement is continuously carried out. It can also be seen from the figure that the vehicle air parts of train 1 just reach the timing source 5, the vehicle metal parts of train 2 just reach the timing source 4, and the middle part of the vehicle metal parts of train 3 reaches the timing source 2, and the timing source 5 and the timing source 4 are just excited by the vehicle-mounted signal of the vehicle source. At this time, the timing source 5 and the timing source 4 output their respective transmission signals TS. Lv is the length of the train vehicle metal parts.

[0154] As shown in Figure 39 , it is a timing data array element diagram of the preferred embodiment 4 of the application, which shows Figure 38 the timing data array elements under the timing source when the vehicle air parts behind the train vehicle metal parts just reach the timing source and the distance between the vehicle sources corresponding to each element, wherein A2 and A4 are the time intervals corresponding to the vehicle air parts between the train metal parts.

[0155] As shown in Figure 40As shown in the figure, it is a timing diagram of the vehicle time source application scenario of the preferred embodiment 4 of the present invention, VS is as follows Figure 38 The vehicle signal source signal output by the maglev train and / or obtained by the vehicle timing source is shown. MS is the timing signal output by pin P5 of IWR6843, and TS is the transmission signal output by the vehicle timing source. a For example Figure 38 The time point when the front end of the metal part of the train 1 reaches the source, t b is the time point when the front end of the air component of train 1 arrives at the vehicle source, t c For example Figure 38 The time point at which the front end of the metal part of the train 2 reaches the source of the vehicle, t d is the time when the front end of the air component of train 2 arrives at the vehicle source, t e For example Figure 38 The time point when the front end of the metal part of the train 3 reaches the source of the vehicle, t f The time point at which the front end of the vehicle air signal of train 3 arrives at the vehicle timing source. In the figure, the timing signal MS changes its logic state when each vehicle metal part or vehicle air part arrives at the vehicle timing source space. The vehicle timing source outputs a transmission signal TS including the timing data array information each time the timing signal MS changes its logic state. A (5) The metal parts of train 1 are at t a The transmission signal TS under the vehicle arrival time point, A B (5) is the air part of train 1 at t b The transmission signal TS under the vehicle arrival time point, A C (5) For the metal parts of train 2, c The transmission signal TS under the vehicle arrival time point, A D (5) The air parts of train 2 are at t d The transmission signal TS under the vehicle arrival time point, A E (5) For the metal parts of train 3, e The transmission signal TS of the source at the time point of arrival is AF(5), which is the air component of train 3 at t f The transmission signal TS arrives at the vehicle source at a certain time.

[0156] like Figure 41The figure shows a flowchart of the timing module and transmission module in a fourth preferred embodiment of the present invention. In the flowchart, the CC1312R acquires a timing signal MS, which is the process of detecting a decrease or increase in the electromotive force at pin P5 of IWR6843 via pin 6 of CC1312R. It should be understood that while this embodiment uses the decrease or increase in the electromotive force at pin P5 of IWR6843 to transmit the time of the source space event when the vehicle signal source arrives at the vehicle to pin 6 of CC1312R, various circuit variations or modifications can also be made, for example, using charge transfer, magnetic changes, or optical changes to transmit the time of the source space event when the vehicle signal source arrives at the vehicle.

[0157] It is understood that the preferred embodiment 4 can adopt Figure 13 、 Figure 14 、 Figure 15 、 Figure 16 、 Figure 17 and Figure 18 The methods and / or steps shown implement the same operations as those in the preferred embodiment 1 and obtain the same technical effects as those in the preferred embodiment 1. For example, Figure 38 The train 3 shown is a function of T LLTI =f(A P , A B , A PB , L P , L B ) Calculate the required Figure 40 A shown F (5) Figure 39 The lower limit value T of element A2 shown LLTI , and train 3 takes its own braking control to keep element A2 at T LLTI Above; for example, Figure 38 The train 3 shown simulates the operation of the train 2, with the function T LLTIB =f(A B , A BB , A PBB ,,L B , L BB ) Calculate the required parameters for train 2 to ensure safe operation. Figure 40 A shown F (5) Figure 39 The lower limit value of the element A4 shown in FIG2 is used to determine the intention of the train 2 to take braking control; for example, Figure 38 The train 3 shown uses the element A3 value of AF(5) and the train 2 as shown Figure 38 L shown V The value is expressed as a function of V B =L V / A3 calculates Figure 38 The train 2 shown in the figure is in the early stage.Figure 38 the vehicle time source 2 space B …which will not be repeated here.

[0158] It should be noted that the preferred embodiments 1, 2, 3 and 4 in the present specification are only for the convenience of the person skilled in the art to understand the present application, and are not a limitation of the present application. Although the preferred embodiments 1 and 2 are to transmit the message of the time point of the occurrence of the vehicle source reaching the vehicle time source space event to the CC1312R pin 6 by the change of the electromotive force of the LDC0851 pin 5, the preferred embodiment 2 is to transmit the message of the time point of the occurrence of the vehicle source reaching the vehicle time source space event by the movement of the internal charge of the integrated circuit CC1312R, and the preferred embodiment 4 is to transmit the message of the time point of the occurrence of the vehicle source reaching the vehicle time source space event to the CC1312R pin 6 by the change of the electromotive force of the IWR6843 pin P5, not only that, various changes and modifications can be made, for example, using a vehicle-mounted natural radiation source as a vehicle source and using a detection module for detecting natural radiation, or using the displacement of the track due to the weight of the train and the motion inertia to generate deformation as a vehicle source and using a detection module for detecting displacement and / or a detection module for detecting motion acceleration to obtain the message of the time point of the occurrence of the vehicle source reaching the vehicle time source space event, and light change and / or magnetic change can also be used to obtain the message of the time point of the occurrence of the vehicle source reaching the vehicle time source space event. It can be understood by the person skilled in the art that the vehicle time source and the train control method of the present application can perceive different types of vehicle sources by using different types of vehicle parts and / or different types of detection modules for the vehicle time source, the vehicle sources including metal objects, non-metal objects, back-wave objects, wave-transparent objects, radio, light, magnetism, natural radiation, force, motion inertia, etc. which can excite various types and / or forms of train-mounted devices inside the vehicle time source including charge movement, magnetic change, light change or electromotive force change. It can be understood that any one of a number of different processes and technologies can be used to represent information, messages and signals. For example, the information mentioned in the above description can be represented as charge, voltage, electromagnetic wave, magnetic field or magnetic particle, force or force field, light field or any combination thereof.

[0159] Compared with the existing train control system and control technology, the train time source and train control method of the present application can not only ensure the effectiveness of the hazard event cause and consequence control, but also realize the transmission and sharing of all information of the present application by using only a single short-range radio communication mode, without the network communication and its timeliness and security problems, without the information transmission space barrier problem, and all operations except determining the time difference between the vehicle sources are arranged in the train itself on-board equipment, the train time sources realize mutual backup within the distance range, realize the self-avoiding high-speed rear-end collision of the present application which does not need to rely on any external reference information including standard time and / or train position information support and all information self-generation with the train signal as the main signal, achieve the complete high-speed rear-end collision prevention function and the independent operation without external information support, and the train can directly and automatically control the same-track preceding train, which is conducive to the effectiveness of the measure setting of the present application.

[0160] The above examples are only used to illustrate the present application, but not to limit the present application, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present application, therefore all equivalent technical solutions also belong to the technical scope of the present application, and the patent protection scope of the present application should be defined by the claims.

Claims

1. A vehicle, characterized in that: At least: Parts for measuring time in vehicles.

2. The vehicle according to claim 1, characterized in that The parts include at least: Characteristics, used for time measurement in vehicles.

3. The vehicle according to claim 2, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

4. The vehicle according to claim 1, wherein: The vehicle comprises at least: Message, used for time measurement of vehicles.

5. The vehicle according to claim 4, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

6. The vehicle according to claim 5, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

7. The vehicle according to claim 1, wherein: The time period includes at least: Time interval, used for time measurement of vehicles.

8. The vehicle according to claim 1, wherein: The measurements include at least: Time interval, used for time measurement of vehicles.

9. The vehicle according to claim 8, characterized in that The time period includes at least: Time interval for vehicle information sharing.

10. The vehicle according to claim 9, characterized in that The vehicle comprises at least: Time interval for vehicle braking control.

11. A component, characterized in that: At least: Signal source, used for vehicle time measurement.

12. The component according to claim 11, characterized in that The information source includes at least: Characteristics, used for time measurement in vehicles.

13. The component according to claim 12, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

14. The component according to claim 11, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

15. The component according to claim 14, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

16. The component according to claim 15, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

17. The component according to claim 11, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

18. The component according to claim 11, characterized in that The measurements include at least: Time interval, used for time measurement of vehicles.

19. The component according to claim 18, characterized in that The time period includes at least: Time interval for vehicle information sharing.

20. The component according to claim 19, characterized in that The vehicle comprises at least: Time interval for vehicle braking control.

21. A device, characterized in that At least: Object, used for time measurement in vehicles.

22. The device according to claim 21, characterized in that The object comprises at least: Characteristics, used for time measurement in vehicles.

23. The device according to claim 22, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

24. The device according to claim 21, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

25. The device according to claim 24, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

26. The device according to claim 25, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

27. The device according to claim 21, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

28. The device according to claim 21, characterized in that The measurements include at least: Time interval, used for time measurement of vehicles.

29. The device according to claim 28, characterized in that The time period includes at least: Time interval for vehicle information sharing.

30. The device according to claim 29, characterized in that The vehicle comprises at least: Time interval for vehicle braking control.

31. A signal source, characterized in that At least: Integrated circuit for time measurement in vehicles.

32. The signal source according to claim 31, characterized in that The integrated circuit comprises at least: Characteristics, used for time measurement in vehicles.

33. The signal source according to claim 32, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

34. The signal source according to claim 31, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

35. The signal source according to claim 34, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

36. The signal source according to claim 35, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

37. The signal source according to claim 31, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

38. The signal source according to claim 31, characterized in that The measurements include at least: Time interval, used for time measurement of vehicles.

39. The signal source according to claim 38, characterized in that The time period includes at least: Time interval for vehicle information sharing.

40. The signal source according to claim 39, characterized in that The vehicle comprises at least: Time interval for vehicle braking control.

41. A device, characterized in that At least: Cables for timing measurements in vehicles.

42. The device according to claim 41, characterized in that The cable comprises at least: Characteristics, used for time measurement in vehicles.

43. The device according to claim 42, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

44. The apparatus according to claim 41, wherein The vehicle comprises at least: Message, used for time measurement of vehicles.

45. The apparatus according to claim 44, wherein The message includes at least: Feature used to track time measurements of vehicles running in sequence.

46. ​​The apparatus according to claim 45, wherein The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

47. The apparatus according to claim 41, wherein The time period includes at least: Time interval, used for time measurement of vehicles.

48. The apparatus according to claim 41, wherein The measurements include at least: Time interval, used for time measurement of vehicles.

49. The apparatus according to claim 48, wherein The time period includes at least: Time interval for vehicle information sharing.

50. The apparatus according to claim 49, wherein The vehicle comprises at least: Time interval for vehicle braking control.

51. A binary image, characterized in that At least: Time interval, used for time measurement of vehicles.

52. The binary image according to claim 51, characterized in that The time interval includes at least: Characteristics, used for time measurement in vehicles.

53. The binary image according to claim 52, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

54. The binary image according to claim 51, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

55. The binary image according to claim 54, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

56. The binary image according to claim 55, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

57. The binary image according to claim 51, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

58. The binary image according to claim 51, characterized in that The measurements include at least: Time interval, used for time measurement of vehicles.

59. The binary image according to claim 58, characterized in that The time period includes at least: Time interval for vehicle information sharing.

60. The binary image according to claim 59, wherein: The vehicle comprises at least: Time interval for vehicle braking control.

61. A detection module, characterized in that At least: Integrated circuit for time measurement in vehicles.

62. The detection module according to claim 61, characterized in that The integrated circuit comprises at least: Characteristics, used for time measurement in vehicles.

63. The detection module according to claim 62, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

64. The detection module according to claim 61, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

65. The detection module according to claim 64, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

66. The detection module according to claim 65, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

67. The detection module according to claim 61, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

68. The detection module according to claim 61, characterized in that The measurements include at least: Time interval, used for time measurement of vehicles.

69. The detection module according to claim 68, characterized in that The time period includes at least: Time interval for vehicle information sharing.

70. The detection module according to claim 69, characterized in that The vehicle comprises at least: Time interval for vehicle braking control.

71. A data element, characterized in that At least: The time interval corresponding to the vehicle-source distance is used for vehicle time measurement.

72. The data element according to claim 71, characterized in that The time interval includes at least: Characteristics, used for time measurement in vehicles.

73. The data element according to claim 72, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

74. The data element according to claim 71, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

75. The data element according to claim 74, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

76. The data element according to claim 75, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

77. The data element according to claim 71, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

78. The data element according to claim 71, characterized in that The measurements include at least: Time interval, used for time measurement of vehicles.

79. The data element according to claim 78, characterized in that The time period includes at least: Time interval for vehicle information sharing.

80. The data element according to claim 79, characterized in that The vehicle comprises at least: Time interval for vehicle braking control.

81. A vehicle body, characterized in that At least: Spatial relations, for time measurement of vehicles.

82. The vehicle body according to claim 81, characterized in that The spatial relationship includes at least: Characteristics, used for time measurement in vehicles.

83. The vehicle body according to claim 82, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

84. The vehicle body according to claim 81, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

85. The vehicle body according to claim 84, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

86. The vehicle body according to claim 85, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

87. The vehicle body according to claim 81, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

88. The vehicle body according to claim 81, characterized in that The measurements include at least: Time interval, used for time measurement of vehicles.

89. The vehicle body according to claim 88, characterized in that The time period includes at least: Time interval for vehicle information sharing.

90. The vehicle body according to claim 89, characterized in that The vehicle comprises at least: Time interval for vehicle braking control.

91. An antenna, characterized in that At least: Waves are used for time measurement in vehicles.

92. The antenna according to claim 91, characterized in that The wave comprises at least: Characteristics, used for time measurement in vehicles.

93. The antenna according to claim 92, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

94. The antenna according to claim 91, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

95. The antenna according to claim 94, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

96. The antenna according to claim 95, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

97. The antenna according to claim 91, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

98. The antenna according to claim 91, wherein The measurements include at least: Time interval, used for time measurement of vehicles.

99. The antenna according to claim 98, characterized in that The time period includes at least: Time interval for vehicle information sharing.

100. The antenna according to claim 99, wherein The vehicle comprises at least: Time interval for vehicle braking control.

101. A machine vision system, characterized in that: At least: Tail profile, used for time measurement of the vehicle.

102. The machine vision according to claim 101, characterized in that The tail profile includes at least: Characteristics, used for time measurement in vehicles.

103. The machine vision according to claim 102, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

104. The machine vision according to claim 101, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

105. The machine vision according to claim 104, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

106. The machine vision according to claim 105, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

107. The machine vision according to claim 101, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

108. The machine vision according to claim 101, characterized in that The measurements include at least: Time interval, used for time measurement of vehicles.

109. The machine vision according to claim 108, characterized in that The time period includes at least: Time interval for vehicle information sharing.

110. The machine vision according to claim 109, characterized in that The vehicle comprises at least: Time interval for vehicle braking control.

111. A timing module, characterized in that: At least: Integrated circuit for time measurement in vehicles.

112. The timing module according to claim 111, characterized in that: The integrated circuit comprises at least: Characteristics, used for time measurement in vehicles.

113. The timing module according to claim 112, characterized in that: The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

114. The timing module according to claim 111, characterized in that: The vehicle comprises at least: Message, used for time measurement of vehicles.

115. The timing module according to claim 114, characterized in that: The message includes at least: Feature used to track time measurements of vehicles running in sequence.

116. The timing module according to claim 115, characterized in that: The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

117. The timing module according to claim 111, characterized in that: The time period includes at least: Time interval, used for time measurement of vehicles.

118. The timing module according to claim 111, characterized in that: The measurements include at least: Time interval, used for time measurement of vehicles.

119. The timing module according to claim 118, characterized in that: The time period includes at least: Time interval for vehicle information sharing.

120. The timing module according to claim 119, characterized in that: The vehicle comprises at least: Time interval for vehicle braking control.

121. A circuit, characterized in that At least: Detection module, used for vehicle time measurement.

122. The circuit according to claim 121, characterized in that The detection module at least includes: Characteristics, used for time measurement in vehicles.

123. The circuit according to claim 122, characterized in that The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

124. The circuit according to claim 121, characterized in that The vehicle comprises at least: Message, used for time measurement of vehicles.

125. The circuit according to claim 124, characterized in that The message includes at least: Feature used to track time measurements of vehicles running in sequence.

126. The circuit according to claim 125, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

127. The circuit according to claim 121, characterized in that The time period includes at least: Time interval, used for time measurement of vehicles.

128. The circuit according to claim 121, characterized in that The measurements include at least: Time interval, used for time measurement of vehicles.

129. The circuit according to claim 128, characterized in that The time period includes at least: Time interval for vehicle information sharing.

130. The circuit according to claim 129, characterized in that The vehicle comprises at least: Time interval for vehicle braking control.

131. An integrated circuit, characterized in that At least: Clock, used to measure time in the vehicle.

132. The integrated circuit according to claim 131, wherein: The clock includes at least: Characteristics, used for time measurement in vehicles.

133. The integrated circuit according to claim 132, wherein: The characteristics include at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

134. The integrated circuit according to claim 131, wherein: The vehicle comprises at least: Message, used for time measurement of vehicles.

135. The integrated circuit according to claim 134, wherein: The message includes at least: Feature used to track time measurements of vehicles running in sequence.

136. The integrated circuit according to claim 135, characterized in that The characteristics include at least one of the following: Metal objects; non-metallic objects; Return wave object; wave-transmitting objects; radio; Light; magnetic; natural rays; force; Moment of inertia.

137. The integrated circuit according to claim 131, wherein: The time period includes at least: Time interval, used for time measurement of vehicles.

138. The integrated circuit according to claim 131, wherein: The measurements include at least: Time interval, used for time measurement of vehicles.

139. The integrated circuit according to claim 138, wherein: The time period includes at least: Time interval for vehicle information sharing.

140. The integrated circuit according to claim 139, wherein: The vehicle comprises at least: Time interval for vehicle braking control.

141. A power supply, characterized in that At least: Energy harvesting components are used to measure vehicle time and transmit time measurement data to track the running sequence of vehicles.

142. The power supply according to claim 141, wherein: The energy includes at least one of the following: Train vibration energy; Environmental vibration energy; Energy storage.

143. A time measurement method, characterized in that: The method comprises at least the steps of: transmitting a message of a time measurement of the vehicle with a source of the vehicle; Acquiring time measurement data of a sequence of vehicles using a vehicle device; The vehicle signal is generated from the time-measured data of the sequence of vehicles.

144. The time measurement method according to claim 143, characterized in that: The transmitting of the vehicle's time measurement message by a vehicle's source comprises at least one of the following steps: transmitting a message of a time measurement of said vehicle from a source of a vehicle component; A message of the vehicle's time measurement is communicated by a source in a vehicle device.

145. The time measurement method according to claim 143, characterized in that: The method of obtaining the time measurement data of the sequence vehicles by the vehicle equipment comprises at least one of the following steps: Data elements for obtaining time measurements of a sequence of vehicles using equipment in the vehicles; A binary image of the time measurement of a sequence of vehicles is acquired using a vehicle device.

146. The time measurement method according to claim 143, characterized in that: Generating a vehicle signal using the time-measured data of the sequence of vehicles comprises at least one of the following steps: generating a vehicle control signal based on the time measurement data of the sequence vehicles; The locomotive signal of the vehicle is generated using the time-measured data of the sequence of vehicles.

147. An information sharing method, characterized in that: The method comprises at least the steps of: Arranging at least one information source of the vehicle on the vehicle, and outputting driving status information of the vehicle through the information source; generating time intervals based on the measured time, and transmitting driving status information of the tracking operation sequence vehicles at the time intervals; The equipment on the vehicle uses radio communication to obtain information about changes in the driving status of the vehicle in the sequence of information sharing.

148. The information sharing method according to claim 147, characterized in that: The arrangement includes at least one of the following: Use metal objects; Use non-metallic objects; Using a back-wave object; Use wave-transparent objects; adopt radio; Use light; Using magnetism; Using natural radiation; Adopt force; Use the moment of inertia of motion.

149. The information sharing method according to claim 147, characterized in that: The output includes at least one of the following: Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; The information is represented as a light field.

150. The information sharing method according to claim 147, characterized in that: The generating includes at least one of the following: Arrangement of time measurement vehicles; Arrange the time measurement parts; Arrangement of time measurement devices; Arrange the signal source for time measurement; Arrange time measurement equipment; Arrange binary image of time measurement; Arrange the detection module for time measurement; Arrange the data elements for time measurement; Arrange the vehicle body for time measurement; Arrange antennas for time measurement; Machine vision for layout time measurement; Arrange a timing module for time measurement; Arrange the circuit for time measurement; Arrange an integrated circuit for time measurement; Arrange the power supply for time measurement.

151. The information sharing method according to claim 147, characterized in that: The transmission includes at least one of the following: The time interval of a time measurement; Data elements for time measurements; Binary image of time measurement; Timing data array; Train model; Train time interval; The integrity of the train is intact; loss of train integrity; The braking intention of the preceding train; The initial speed of the preceding train.

152. The information sharing method according to claim 147, characterized in that: The acquisition includes at least one of the following: The time interval of a time measurement; Data elements for time measurements; Binary image of time measurement; Timing data array; The time interval between the arrival of sequential vehicle signal sources at the same spatial sequence events; The time interval between the events of two adjacent train wheels of a train wheel arriving at the vehicle source (2) one after another; the third preceding train time interval; the second preceding train time interval; The first train time interval (A B ); Current train time interval (A P ); The rear profile of the third preceding train; The head profile of the second preceding train; The rear profile of the second preceding train; The head outline of the first train in advance; The rear profile of the first preceding train; The current train head outline; The signal source distance from the rear vehicle of the third preceding train (L T3 ) corresponding to the time interval; The signal source distance from the second train head vehicle (L H2 ) corresponding to the time interval; The distance between the signal source and the rear vehicle of the second preceding train (L T2 ) corresponding to the time interval; The signal source distance from the rear vehicle of the first preceding train (L T1 ) corresponding to the time interval; The signal source distance from the first train head vehicle (L H1 ) corresponding to the time interval; The distance between the signal source and the vehicle at the head of the current train (L HO ) corresponding to the time interval; The time interval between the second preceding train and the third preceding train (A 34 、A 35 ); The time interval between the first preceding train and the second preceding train (A 18 、A 19 ); The time interval between the current train and the first preceding train (A2, A3); The time interval between the current train and the preceding train (A PB ); Among them, the third train ahead, the second train ahead, the first train ahead and the current train run on the same track according to the direction of travel of the trains, and the train closest to the front of the current train is the first train ahead.

153. A binarization method, characterized in that The method comprises at least the steps of: Arranging at least one information source of the vehicle on the vehicle, and outputting data elements of the vehicle via the information source; generating time intervals at the measured times, and transmitting data elements tracking vehicles of the running sequence at the time intervals; The device on the vehicle identifies the binary image of the vehicle in the tracking operation sequence by using the data elements of the vehicle in the tracking operation sequence.

154. The binarization method according to claim 153, characterized in that: The output includes at least one of the following: Pass the timing data array; The time interval between the arrival of the sequence vehicle signal source at the same spatial sequence event; The time interval between the events of two adjacent train wheels that transmit a train wheel that is separated by a gap and arrive at the vehicle time source (2) one after another; Transfer the third preceding train time interval; Deliver the second preceding train time interval; Deliver the first preceding train time interval; Pass the current train time interval; Among them, the third train ahead, the second train ahead, the first train ahead and the current train run on the same track according to the direction of travel of the trains, and the train closest to the front of the current train is the first train ahead.

155. The binarization method according to claim 153, characterized in that: The generating includes at least one of the following: Arrangement of time measurement vehicles; Arrange the time measurement parts; Arrangement of time measurement devices; Arrange the signal source for time measurement; Arrange time measurement equipment; Arrange binary image of time measurement; Arrange the detection module for time measurement; Arrange the data elements for time measurement; Arrange the vehicle body for time measurement; Arrange antennas for time measurement; Machine vision for layout time measurement; Arrange a timing module for time measurement; Arrange the circuit for time measurement; Arrange an integrated circuit for time measurement; Arrange the power supply for time measurement.

156. The binarization method according to claim 153, characterized in that: The identification includes at least one of the following: The threshold that achieves the maximum between-class variance is adopted; Extract the contour of the preceding third train; Extracting the contour of the second preceding train; Extracting the first preceding train profile; Extract the tail contour of the third preceding train; Extract the head contour of the second preceding train; Extract the tail contour of the second preceding train; Extract the head outline of the first preceding train; Extracting the tail contour of the first preceding train; Extract the current train head outline; Extract the signal source distance (L T3 ) corresponding to the time interval; Extract the signal source distance (L H2 ) corresponding to the time interval; Extract the signal source distance (L T2 ) corresponding to the time interval; Extract the signal source distance (L T1 ) corresponding to the time interval; Extract the signal source distance (L H1 ) corresponding to the time interval; Extract the signal source distance (L H0 ) corresponding to the time interval; Extract the time interval between the second and third trains (A 34 、A 35 ); Extract the time interval between the first and second trains (A 18 、A 19 ); Extract the time interval between the current train and the first previous train (A2, A3); Extract the time interval between the current train and the previous train (A PB ); Among them, the third train ahead, the second train ahead, the first train ahead and the current train run on the same track according to the direction of travel of the trains, and the train closest to the front of the current train is the first train ahead.

157. A feature extraction method, characterized in that, The method comprises at least the steps of: Outputting the time interval between the arrival of the sequence vehicles at the same spatial sequence event by a signal source tracking the sequence vehicles; The running sequence vehicles are tracked according to the determined time intervals and information on changes in the driving states of the sequence vehicles is extracted.

158. The feature extraction method according to claim 157, characterized in that: The extraction includes at least one of the following: Data elements for time measurements; Binary image of time measurement; The outline of the third train in advance; The second train profile before; The first train profile; The rear profile of the third preceding train; The head profile of the second preceding train; The rear profile of the second preceding train; The head outline of the first train in advance; The rear profile of the first preceding train; The current train head outline; The signal source distance from the rear vehicle of the third preceding train (L T3 ) corresponding to the time interval; The signal source distance from the second train head vehicle (L H2 ) corresponding to the time interval; The distance between the signal source and the rear vehicle of the second preceding train (L T2 ) corresponding to the time interval; The distance between the signal source and the rear vehicle of the first train (L T1 ) corresponding to the time interval; The signal source distance from the first train head vehicle (L H1 ) corresponding to the time interval; The distance between the signal source and the vehicle at the head of the current train (L H0 ) corresponding to the time interval; The time interval between the second preceding train and the third preceding train (A 34 、A 35 ); The time interval between the first preceding train and the second preceding train (A 18 、A 19 ); The time interval between the current train and the first preceding train (A2, A3); The time interval between the current train and the preceding train (A PB ); Among them, the third train ahead, the second train ahead, the first train ahead and the current train run on the same track according to the direction of travel of the trains, and the train closest to the front of the current train is the first train ahead.

159. A vehicle control method, characterized in that: The method comprises at least the steps of: Determine the time interval between the arrival of the signal source of the tracking sequence vehicle at the same spatial sequence event; According to the time interval tracking operation sequence, the vehicle adopts information sharing and self-braking control.

160. The vehicle control method according to claim 159, characterized in that: The control includes at least one of the following: Use metal objects; Use non-metallic objects; Using a back-wave object; Use wave-transparent objects; adopt radio; Use light; Using magnetism; Using natural radiation; Adopt force; Use motion inertia; Information is represented as electrical charge; Information is represented as voltage; Information is represented as electromagnetic waves; Information is represented as a magnetic field; Information is represented as magnetic particles; Information is represented as force; Information is represented as a force field; Information is represented as a light field; Pass the timing data array; The time interval between the arrival of the sequence vehicle signal source at the same spatial sequence event; The time interval between the events of two adjacent train wheels that transmit a train wheel that is separated by a gap and arrive at the vehicle time source (2) one after another; Transfer the third preceding train time interval; Deliver the second preceding train time interval; Deliver the first preceding train time interval; Pass the current train time interval; Arrangement of time measurement vehicles; Arrange the time measurement parts; Arrangement of time measurement devices; Arrange the signal source for time measurement; Arrange time measurement equipment; Arrange binary image of time measurement; Arrange the detection module for time measurement; Arrange the data elements for time measurement; Arrange the vehicle body for time measurement; Arrange antennas for time measurement; Machine vision for layout time measurement; Arrange a timing module for time measurement; Arrange the circuit for time measurement; Arrange an integrated circuit for time measurement; Arrange the power supply for time measurement; Determine the train model; Determine train time intervals; Ensure the integrity of the train is intact; Determining loss of train integrity; Determine the braking intention of the preceding train; Determine the early speed of the preceding train; The threshold that achieves the maximum between-class variance is adopted; Extract the contour of the preceding third train; Extracting the contour of the second preceding train; Extracting the first preceding train profile; Extract the tail contour of the third preceding train; Extract the head contour of the second preceding train; Extract the tail contour of the second preceding train; Extract the head outline of the first preceding train; Extracting the tail contour of the first preceding train; Extract the current train head outline; Extract the signal source distance (L T3 ) corresponding to the time interval; Extract the signal source distance (L H2 ) corresponding to the time interval; Extract the signal source distance (L T2 ) corresponding to the time interval; Extract the signal source distance (L T1 ) corresponding to the time interval; Extract the signal source distance (L H1 ) corresponding to the time interval; Extract the signal source distance (L Ho ) corresponding to the time interval; Extract the time interval between the second and third trains (A 34 、A 35 ); Extract the time interval between the first and second trains (A 18 、A 19 ); Extract the time interval between the current train and the first previous train (A2, A3); Extract the time interval between the current train and the previous train (A PB ); Among them, the third train ahead, the second train ahead, the first train ahead and the current train run on the same track according to the direction of travel of the trains, and the train closest to the front of the current train is the first train ahead.

Images