A virtual marshalling method for a tramcar based on a continuous line

Abstract

The application discloses a virtual marshalling method of a smart rail train based on a continuous line, which comprises the following steps: mapping a train and a smart rail track in a virtual coupling manner, determining a specific stop position of the train; acquiring the number of carriages of the train, and distributing the carriages of the train into preset virtual marshalling according to the virtual marshalling; calculating the coordinates of the center points of the carriages according to the stop position of the train, and constructing an initial discrete virtual marshalling and a virtual continuous line; and finally screening and integrating the discrete virtual marshalling and the virtual continuous line to obtain a final virtual marshalling scheme. The precision and efficiency of the smart rail train marshalling are finally realized, the operation efficiency is effectively improved, and the system stability and safety are enhanced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of virtual marshalling of intelligent rail rapid transit systems, and in particular to a virtual marshalling method for intelligent rail trains based on through lines. BACKGROUND

[0002] Intelligent rail trains are a new type of transportation that combines the advantages of rail transit and ground public transportation. They achieve flexible operation on roads through automatic tracking technology, and the core lies in intelligent management and communication coordination of train marshalling. During the operation of intelligent rail trains, the train needs to dynamically adjust the marshalling according to the stopping requirements of the station area, passenger flow changes, etc., to achieve safe and efficient operation of the train.

[0003] Traditional intelligent rail train marshalling mainly relies on fixed marshalling mode or manual intervention dynamic marshalling. In the fixed marshalling mode, the number of train cars and the connection relationship are pre-set, and cannot be flexibly adjusted according to real-time passenger flow demand, resulting in poor matching of transport capacity and transport capacity, and leading to insufficient transport capacity during peak hours or waste of resources during off-peak hours. Manual intervention dynamic marshalling requires operators to adjust the car connection based on experience, which may cause redundancy or omission due to operation errors, affecting data synchronization and collaborative control between train cars.

[0004] In view of the above challenges, how to provide an intelligent rail train virtual marshalling method for influencing factors is a technical problem to be solved in the field. SUMMARY

[0005] To solve the above technical problems, the purpose of the present application is to provide an intelligent rail train virtual marshalling method based on through lines, which is based on virtual coupling mapping, quantitative through line construction and automatic marshalling strategy, to improve train operation efficiency, enhance dynamic adaptability, realize efficient and accurate intelligent rail train marshalling, ensure the stability of communication and cooperation between train cars, reduce the failure rate of marshalling, and improve the overall operation efficiency and safety of the intelligent rail transit system.

[0006] To achieve the above purpose, the present application provides an intelligent rail train virtual marshalling method based on through lines.

[0007] The above application purpose of the present application is realized by the following technical scheme:

[0008] An intelligent rail train virtual marshalling method based on through lines, comprising:

[0009] virtually coupling and mapping the target train and the intelligent rail track to determine the stopping position of the target train;

[0010] Obtaining the number of carriages of a target train, presetting a plurality of virtual groupings, assigning a plurality of train vehicles to each virtual grouping according to the number of carriages, and integrating the plurality of virtual groupings into an initial discrete virtual grouping set;

[0011] According to the stop position, calculating the center point coordinates, in the initial discrete virtual grouping set, according to the center point coordinates of each train carriage, obtaining the virtual connection line between the adjacent two train carriages, judging whether the virtual connection line and the adjacent virtual connection line satisfy the preset condition, if yes, retaining the virtual connection line;

[0012] The virtual groupings and the virtual connection lines are screened and processed to obtain an actual virtual grouping scheme.

[0013] Preferably, it is judged whether the virtual connection line falls within the preset maximum slope difference range of the track;

[0014] If yes, it is defined that the preset condition is satisfied.

[0015] Preferably, the maximum slope difference is obtained based on the following steps:

[0016] Obtaining the track curvature radius of the current curve, the tangent angle of the track at the point, and the length of a single virtual grouping;

[0017] According to the slope difference formula, the maximum slope difference is calculated;

[0018] The slope difference formula Specifically,

[0019] ;

[0020] Wherein, C is the length of a single virtual grouping, R is the track curvature radius of the current curve, is the tangent angle of the track at the point.

[0021] Preferably, judging whether the virtual connection line and the adjacent virtual connection line satisfy the preset condition further comprises:

[0022] Judging whether the first connection line intersects with the adjacent second connection line, and recording as a first judgment result;

[0023] If the first judgment result is yes, the first connection line is translated along the horizontal or vertical direction, so that the first connection line does not intersect with the adjacent second connection line;

[0024] Meanwhile, judging whether the first connection line coincides with the nth connection line, and recording as a second judgment result; if the second judgment result is yes, the first connection line is deleted.

[0025] Preferably, the judging whether the virtual through line meets the preset condition comprises:

[0026] judging whether the virtual through line meets a car length proportion constraint, and recording a third judging result;

[0027] judging whether the virtual through line meets a track physical constraint, and recording a fourth judging result;

[0028] if the third judging result and the fourth judging result are both yes, it is defined that the virtual through line meets the preset condition.

[0029] Preferably, the judging whether the virtual through line meets the car length proportion constraint comprises the following steps:

[0030] obtaining straight line distances of two adjacent cars in X-axis and Y-axis according to coordinates of center points of the two adjacent cars;

[0031] obtaining a virtual through line length according to the straight line distances of the two adjacent cars in X-axis and Y-axis;

[0032] judging whether the virtual through line length is not greater than a preset length threshold, and recording a fifth judging result;

[0033] if the fifth judging result is yes, it is defined that the virtual through line meets the car length proportion constraint;

[0034] wherein, the preset length threshold is set according to a single car length.

[0035] Preferably, the judging whether the virtual through line meets the track physical constraint comprises the following steps:

[0036] analyzing a track signal to obtain a section minimum safety distance threshold;

[0037] judging whether the section minimum safety distance threshold is less than the preset length threshold, and recording a sixth judging result;

[0038] if the sixth judging result is yes, judging whether the virtual through line length is not greater than the minimum safety distance threshold, and recording a seventh judging result;

[0039] if the seventh judging result is yes, it is defined that the virtual through line meets the track physical constraint.

[0040] Preferably, after analyzing the track signal, the method further comprises the following steps:

[0041] if the section minimum safety distance threshold is not obtained;

[0042] determining whether the length of the virtual through line is not greater than the preset length threshold, and recording the result as an eighth determination result;

[0043] If the eighth determination result is yes, the virtual through line is defined as satisfying the track physical constraint.

[0044] Preferably, the virtual consists are screened and processed with the virtual through line, and an actual virtual consist scheme is obtained by integration, including:

[0045] Obtaining station allowed consist mode information, and performing preliminary screening on combination of the virtual consists;

[0046] Determining a consist direction according to a traveling direction of the smart track train;

[0047] Selecting a virtual through line at the end of the virtual consists as a first virtual through line;

[0048] Obtaining a virtual through line adjacent to the first virtual through line as a second virtual through line;

[0049] According to the preset plurality of virtual consists and the consist direction, defining a first virtual consist as a first virtual consist;

[0050] Matching the first virtual consist with the second virtual through line, and determining whether the virtual through line can be incorporated into the first virtual consist, and recording the result as a ninth determination result;

[0051] If the ninth determination result is yes, the second virtual through line is incorporated into the first virtual consist.

[0052] Preferably, the ninth determination result further includes:

[0053] If the ninth determination result is no, matching the second virtual through line with an a-th virtual consist, and determining whether the second virtual through line can be incorporated into the a-th virtual consist, and recording the result as a tenth determination result;

[0054] If the tenth determination result is yes, the second virtual through line is incorporated into the a-th virtual consist.

[0055] Preferably, the tenth determination result further includes:

[0056] If the tenth determination result is no, constructing an extension line of the second virtual through line, and determining whether the extension line can be incorporated into the first virtual consist, and recording the result as an eleventh determination result;

[0057] If the eleventh determination result is yes, the second virtual through line is incorporated into the first virtual consist.

[0058] Preferably, the eleventh judgment further comprises:

[0059] If the eleventh judgment result is no, it is judged whether the extension line can be incorporated into the a virtual consist, and recorded as a twelfth judgment result;

[0060] If the twelfth judgment result is yes, the second virtual through line is incorporated into the a virtual consist.

[0061] Preferably, the twelfth judgment further comprises:

[0062] If the twelfth judgment result is no, the extension line of the second virtual through line is continuously extended until the second virtual through line is incorporated into any virtual consist.

[0063] Preferably, judging whether the virtual through line matches the virtual consist comprises:

[0064] According to the first virtual through line and the second virtual through line, a distance between the first virtual through line and the second virtual through line is obtained;

[0065] According to the number of train cars, a number of train cars corresponding to each virtual consist is allocated, and a preset terminal consist distance is obtained;

[0066] Through the number of through lines of the virtual consist, an average distance of all through lines in the virtual consist is obtained;

[0067] It is judged whether the first virtual through line and the second virtual through line are on the same straight line, and recorded as a fourteenth judgment result;

[0068] If the fourteenth judgment result is yes, the first virtual through line and the second virtual through line are merged.

[0069] Preferably, the fourteenth judgment further comprises:

[0070] If the fourteenth judgment result is no, it is judged whether a distance between the first virtual through line and the second virtual through line is not less than the preset terminal consist distance and simultaneously satisfies being less than the average distance of all through lines in the virtual consist, and recorded as a fifteenth judgment result;

[0071] If the fifteenth judgment result is yes, the second virtual through line is incorporated into the virtual consist.

[0072] The application determines the accurate position of the train to be stopped by virtual coupling mapping, constructs an initial virtual marshalling containing a continuous line (allocates a virtual marshalling based on the number of carriages, calculates the coordinates of the center point of the car body through a mathematical model and constructs a continuous line meeting the safety constraints, and simultaneously performs conflict detection and adjustment), and then takes the direction of train travel as the reference, merges adjacent continuous lines through slope collinearity judgment, selects and adds continuous lines using the Euclidean distance formula, forms a complete marshalling through multiple rounds of matching and extension line construction, and finally realizes the precision and efficiency of the smart rail train marshalling, effectively improves the operation efficiency, and enhances the stability and safety of the system. BRIEF DESCRIPTION OF DRAWINGS

[0073] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments described in the present application, and those skilled in the art can obtain other drawings according to these drawings without creative labor.

[0074] Figure 1 A virtual marshalling method for a smart rail train based on a continuous line in an embodiment of the present application;

[0075] Figure 2 A virtual continuous line satisfying a preset condition in a virtual marshalling method for a smart rail train based on a continuous line in an embodiment of the present application;

[0076] Figure 3 A drawing rule for an extension line continuous line in a virtual marshalling method for a smart rail train based on a continuous line in an embodiment of the present application. DETAILED DESCRIPTION

[0077] In order to make the purpose, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be described clearly and completely below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0078] In addition, the technical features in each embodiment or single embodiment provided by the present application can be combined with each other to form a feasible technical solution, and such combination is not restricted by the order of steps and / or structure composition mode, but must be based on the implementation by those skilled in the art. When the combination of technical solutions appears contradictory or unfeasible, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present application.

[0079] In the embodiments of the present application, it should be understood that the disclosed method and system can be implemented in other ways. The system embodiments described below are only schematic. The division of units and modules is only a logical function division. There can be another division in actual implementation. For example, a plurality of units or modules can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling communication connection between the components shown or discussed can be indirect coupling or communication connection through some interfaces, devices or modules, and can be electrical, mechanical or other forms.

[0080] In addition, each functional unit in each embodiment of the present application can be integrated into one processor, or each unit can be a separate device, or two or more units can be integrated into one device. Each functional unit in each embodiment of the present application can be implemented in the form of hardware or hardware plus software functional unit.

[0081] Those skilled in the art can understand that all or part of the steps of the following method embodiments can be completed by program instructions and related hardware. The aforementioned program instructions can be stored in a computer readable storage medium, and the program instructions are executed to perform the steps of the method embodiments. The aforementioned storage medium includes mobile storage devices, read-only memory (ROM), magnetic or optical disks, and various program codes that can be stored in the medium.

[0082] It should be understood that if "system", "device", "unit" and / or "module" are used in the present application, it is only a method for distinguishing different components, elements, parts, portions or assemblies of different levels. However, if other words can achieve the same purpose, the words can be replaced by other expressions.

[0083] In addition, the terms "first", "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "a plurality of" or "several" is two or more, unless otherwise specifically limited.

[0084] It is to be understood that the structures, proportions, sizes, etc. shown in the drawings of the present disclosure are merely intended to facilitate the understanding of the present disclosure, and are not intended to limit the conditions under which the present disclosure can be implemented. Therefore, any modification, change in proportion relationship or adjustment in size, which does not affect the effect and purpose of the present disclosure, should still fall within the scope of the present disclosure.

[0085] If flowcharts are used in the present application, the flowcharts are used to illustrate the operations performed by the system according to the embodiments of the present application. It should be understood that the preceding or subsequent operations are not necessarily performed in sequence. Instead, each step can be processed in reverse order or simultaneously. Meanwhile, other operations can be added to these processes, or one or more steps can be removed from these processes.

[0086] It should also be noted that in this document, terms such as "comprise", "include" or any other variant thereof are intended to cover non-exclusive inclusion, so that an article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such article or device. Without more limitations, the element defined by the statement "comprises a" does not exclude the presence of additional identical elements in the article or device comprising the above element.

[0087] The embodiments of the present application are written in a progressive manner.

[0088] As shown in the drawings, the embodiments of the present application provide a virtual marshalling method for smart rail train based on continuous line, which comprises: Figure 1

[0089] virtually coupling and mapping the target train with the smart rail track to determine the stopping position of the target train;

[0090] Specifically, the track signal is read by the smart rail tracking system. The signal contains fixed marshalling reference point information of the smart rail station area, such as the accurate coordinates of the standard stopping position, the allowed marshalling length range, and the recommended marshalling mode corresponding to different time periods, etc. By obtaining these information, global reference is provided for the subsequent accurate calculation of the train stopping position;

[0091] Through various sensors carried on the smart rail train, the coupling connection state between the smart rail train and the smart rail track is detected in real time. The relative position, angle, etc. of the train and the track in the running process are accurately captured by the sensors to provide real-time data support for subsequent operations;

[0092] ​The operation control unit of the smart rail train determines the position where it needs to stop in the smart rail station area according to the pre-set virtual marshalling information. The virtual marshalling information contains key data such as the running route and stop station of the train. The operation control unit accurately calculates the specific stopping position of the train in the smart rail station area by analyzing and processing these data.

[0093] The number of carriages of the target train is obtained, a plurality of virtual marshalling groups are preset, a plurality of train vehicles are allocated to each virtual marshalling group according to the number of carriages, and the plurality of virtual marshalling groups are integrated into an initial discrete virtual marshalling group set.

[0094] Specifically, the total number of carriages is accurately obtained through electronic identification of the carriage connection part or data recording in the vehicle management system, and the number of virtual marshalling groups is determined according to the operation control algorithm, so that the number of virtual marshalling groups and the number of carriages are matched with each other. For example, if there are 5 carriages, 5 virtual marshalling groups can be set according to actual needs, so that each virtual marshalling group contains 1 carriage; if 2 virtual marshalling groups are set, one of the groups can contain 2 carriages, and the other group contains 3 carriages, so as to realize accurate control and management of each carriage.

[0095] According to the stopping position, the center point coordinates are calculated, and in the initial discrete virtual marshalling group set, the virtual connection line between the adjacent two train carriages is obtained according to the center point coordinates of each train carriage, it is judged whether the virtual connection line and the adjacent virtual connection line satisfy the preset condition, if yes, the virtual connection line is reserved;

[0096] Specifically, the global coordinate position given by the tracking system is combined with the geometric size information of the vehicle and the positioning sensor at each key part of the carriage to determine the center point coordinates of the carriage body, which are represented as follows:

[0097] ;

[0098] Among them, P 1x represents the horizontal coordinate of the center point of the first carriage in the two-dimensional plane coordinate system, P 1y is the corresponding longitudinal coordinate, and the center point coordinates are represented by a two-dimensional plane coordinate system (x, y).

[0099] Then, it is judged whether the virtual connection line between the adjacent two train carriages satisfies the preset condition, so as to decide whether to reserve the virtual connection line.

[0100] The virtual marshalling group and the virtual connection line are screened and processed, and the actual virtual marshalling scheme is obtained.

[0101] In some embodiments, it is judged whether the virtual connection line and the adjacent virtual connection line satisfy the preset condition, comprising:

[0102] determining whether the virtual connection line falls within the maximum slope difference of the track;

[0103] If yes, the preset condition is met.

[0104] Specifically, when the position where the smart rail train stops is in a curved section, the established virtual connection line has a certain angle difference with the track, allowing the virtual connection line to have a certain angle deviation with the track. Whether the virtual connection line is designed reasonably is determined by calculating the maximum slope difference.

[0105] In some embodiments, the maximum slope difference is obtained based on the following steps:

[0106] Obtaining the track curvature radius of the current curved section, the tangent angle of the track at the point, and the length of a single virtual consist;

[0107] According to the slope difference formula, the maximum slope difference is calculated;

[0108] Slope difference formula Specifically,

[0109] ;

[0110] Wherein, C is the length of a single virtual consist, R is the track curvature radius of the current curved section, is the tangent angle of the track at the point.

[0111] By making the slope difference of the virtual connection line within the maximum slope difference range, even if not strictly collinear, it meets the requirements, thereby ensuring the rationality of the connection line construction.

[0112] In other embodiments, determining whether the virtual connection line and the adjacent virtual connection line meet the preset condition further includes:

[0113] Determining whether the first connection line and the adjacent second connection line intersect, and recording as a first determination result;

[0114] If the first determination result is yes, the first connection line is translated in the horizontal or vertical direction, so that the first connection line and the adjacent second connection line do not intersect;

[0115] At the same time, it is determined whether the first connection line and the nth connection line coincide, and recorded as a second determination result; if the second determination result is yes, the first connection line is deleted.

[0116] Specifically, the closest car center point to the reference point marked by the track signal (such as the platform center line or the fixed stop mark) is selected as the starting point, and if the reference point signal is missing, the leftmost or rightmost end point is selected according to the car number; when adding the connecting line, the direction of the connecting line is ensured to be ≤15° with the train running direction according to the running direction of the track signal, and if the connecting line intersects, it is adjusted along the tangent direction of the track. Finally, after confirming that the end point coordinates of the connecting line meet the validity of the global coordinate system of the track, the connecting line is retained, and if the track signal is interrupted, the physical rationality of the connecting line layout is manually reviewed with the aid of the on-board camera.

[0117] In some embodiments, determining whether the virtual connecting line meets the preset condition further includes:

[0118] determining whether the virtual connecting line meets a car length ratio constraint, and recording as a third determination result;

[0119] determining whether the virtual connecting line meets a track physical constraint, and recording as a fourth determination result;

[0120] If the third determination result and the fourth determination result are both yes, it is defined that the virtual connecting line meets the preset condition.

[0121] In some embodiments, determining whether the virtual connecting line meets the car length ratio constraint includes the following steps:

[0122] obtaining the straight-line distance of the adjacent two cars in the X-axis and Y-axis according to the coordinates of the center points of the adjacent two cars;

[0123] obtaining the length of the virtual connecting line according to the straight-line distance of the adjacent two cars in the X-axis and Y-axis;

[0124] determining whether the length of the virtual connecting line is not greater than a preset length threshold, and recording as a fifth determination result;

[0125] If the fifth determination result is yes, it is defined that the virtual connecting line meets the car length ratio constraint.

[0126] The preset length threshold is set according to the length of a single car.

[0127] Specifically, the straight-line distance of the adjacent two cars in the X-axis and Y-axis is obtained by calculating the coordinates of the center points of the cars obtained in advance,

[0128] First, the distance of the two adjacent cars in the X-axis direction is calculated, and the expression is:

[0129] ;

[0130] wherein, is the horizontal coordinate of the center point of the car in the X-axis direction, is the horizontal coordinate of another adjacent car center point on the Y axis.

[0131] The distance between the two adjacent cars in the Y axis direction is recalculated, and the expression is:

[0132]

[0133] wherein, is the longitudinal coordinate of the car center point in the Y axis direction, is the longitudinal coordinate of another adjacent car center point in the Y axis.

[0134] Thus, the length of the virtual connecting line is obtained, that is:

[0135]

[0136] In other embodiments, determining whether the virtual connecting line satisfies the track physical constraint includes the following steps:

[0137] Analyzing the track signal to obtain a section minimum safety distance threshold;

[0138] Determining whether the section minimum safety distance threshold is less than a preset length threshold, and recording the sixth determination result;

[0139] If the sixth determination result is yes, determining whether the length of the virtual connecting line is not greater than the minimum safety distance threshold, and recording the seventh determination result;

[0140] If the seventh determination result is yes, defining that the virtual connecting line satisfies the track physical constraint.

[0141] In other embodiments, after analyzing the track signal, the following steps are further included:

[0142] If the section minimum safety distance threshold is not obtained;

[0143] Determining whether the length of the connecting line is not greater than the preset length threshold, and recording the eighth determination result;

[0144] If the eighth determination result is yes, defining that the virtual connecting line satisfies the track physical constraint.

[0145] Through the above determination, the initial virtual marshalling and connecting line that meet the safety constraint are constructed, the accuracy of the connecting line is improved, the rationality and safety of the layout are improved, and the accuracy and efficiency of the final marshalling are laid as a foundation.

[0146] In other embodiments, the virtual marshalling and the virtual connecting line are screened and processed, and an actual virtual marshalling scheme is integrated, including:

[0147] Obtaining station allowed marshalling mode information to preliminarily screen the combination of virtual marshalling;​​

[0148] Specifically, the tracking system acquires information on the permitted train formation modes for the current station. This information includes, but is not limited to, requirements for unidirectional or bidirectional train formation, maximum number of cars in a train formation, and train formation priorities for different track sections. Based on the acquired permitted train formation modes, the system performs preliminary screening of possible virtual train formation combinations, filtering out invalid connecting line combinations that do not meet the station's track conditions in advance. This reduces the computational load and number of judgments required in the subsequent train formation process, thereby improving train formation efficiency.

[0149] For example: If there are initially 10 connecting lines, the number of possible combinations is . -1 = 1023 types. Through preliminary screening:

[0150] The single-direction grouping filters out 5 reverse connecting lines, leaving 5;

[0151] The maximum number of carriages is 4. After filtering out combinations containing ≥4 connecting lines, the remaining number of combinations is ≤ kind;

[0152] The track section priority further filters out the two side track connecting lines, and finally only needs to be processed. With this combination, the computational load was reduced from 1023 to 7, resulting in a significant improvement in efficiency.

[0153] Determine the train formation direction based on the direction of travel of the intelligent rail transit train;

[0154] Select the last virtual connector in the virtual group and define it as the first virtual connector.

[0155] Obtain the virtual connection line adjacent to the first virtual connection line and define it as the second virtual connection line;

[0156] Based on multiple preset virtual groups and grouping directions, the first virtual group is defined as the first virtual group;

[0157] Match the first virtual group with the second virtual connecting line, determine whether the virtual connecting line can be merged into the first virtual group, and record it as the ninth judgment result.

[0158] If the result of the ninth judgment is yes, then the second virtual connecting line will be merged into the first virtual group.

[0159] In other embodiments, the ninth determination result also includes:

[0160] If the ninth judgment result is negative, then the second virtual connecting line is matched with the a-th virtual group, and it is determined whether the second virtual connecting line can be merged into the a-th virtual group, which is recorded as the tenth judgment result.

[0161] If the result of the tenth judgment is yes, then the second virtual connecting line will be merged into the a-th virtual group.

[0162] In other embodiments, the tenth determination result further comprises:

[0163] If the tenth determination result is no, an extension line of the second virtual through line is constructed, and it is determined whether the extension line can be incorporated into the first virtual consist, and the result is recorded as an eleventh determination result;

[0164] If the eleventh determination result is yes, the second virtual through line is incorporated into the first virtual consist.

[0165] Specifically, when the second virtual through line cannot match the first virtual consist and the second virtual consist, it is determined whether the second virtual through line can match the first virtual consist by constructing an extension line of the second virtual through line;

[0166] If the end point coordinates of the second virtual through line are defined as (x1, y1) and (x2, y2), the direction vector of the extension line is:

[0167]

[0168] The coordinates of a point on the extension line are: where k is an extension coefficient. It is determined whether the extension line can match the first virtual consist by calculating the distance between the extension line and the virtual consist through line according to the Euclidean distance formula.

[0169] In other embodiments, the eleventh determination further comprises:

[0170] If the eleventh determination result is no, it is determined whether the extension line can be incorporated into the a-th virtual consist, and the result is recorded as a twelfth determination result;

[0171] If the twelfth determination result is yes, the second virtual through line is incorporated into the a-th virtual consist.

[0172] In other embodiments, the twelfth determination further comprises:

[0173] If the twelfth determination result is no, the extension line of the second virtual through line is continuously extended until the second virtual through line is incorporated into any virtual consist.

[0174] In other embodiments, the determination of whether the virtual through line matches the virtual consist comprises:

[0175] According to the first virtual through line and the second virtual through line, the distance between the first virtual through line and the second virtual through line is obtained;

[0176] Specifically, the end point coordinates of the first virtual through line are defined as (x1, y1) and (x2, y2), and the end point coordinates of the second virtual through line are defined as (x3, y3) and (x4, y4). ​​​​​, ;

[0177] The distance between and can be obtained by the Euclidean distance formula and . ;

[0178] .

[0179] According to the number of carriages, a plurality of train carriages corresponding to each virtual coupling are assigned, and a preset terminal grouping distance is obtained;

[0180] The average distance of all virtual through lines in the virtual coupling is obtained through the number of virtual through lines of the virtual coupling;

[0181] Specifically, define that there are n through lines in the virtual coupling, and the average distance of all virtual through lines in the virtual coupling is The calculation formula is:

[0182] .

[0183] Determine whether the first virtual through line and the second virtual through line are on the same line, and record the result as the fourteenth determination result;

[0184] Specifically, define the end point coordinates of the first virtual through line , and the end point coordinates of the second virtual through line , ;

[0185] Under the condition of excluding coincidence, determine whether

[0186] .

[0187] If the fourteenth determination result is yes, the first virtual through line and the second virtual through line are merged.

[0188] In other embodiments, the fourteenth determination further includes:

[0189] If the fourteenth determination result is no, determine whether the distance between the first virtual through line and the second virtual through line is not less than the preset terminal grouping distance and at the same time satisfies less than the average distance of all through lines in the virtual coupling, and record the result as the fifteenth determination result;

[0190] If the fifteenth determination result is yes, the second virtual through line is merged into the virtual coupling.

[0191] Specifically, define the preset grouping distance as ,​​

[0192] The determination formula is:

[0193] ≤ < .

[0194] Through multiple rounds of fine matching, distance comparison, structure matching, extension line construction, etc., it is ensured that the non-formation continuous line can be reasonably coded into the virtual formation, the formation integrity and accuracy are guaranteed, the communication and cooperation stability between cars are improved, the operation risk is reduced, and the operation efficiency is improved.

[0195] The above sequence numbers of the embodiments of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0196] In the above embodiments of the present application, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0197] The above description of the disclosed embodiments enables a person skilled in the art to implement or use the present application. Various modifications to the embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A virtual formation method for intelligent rail transit trains based on connecting lines, characterized in that, include: The target train is virtually coupled and mapped to the intelligent rail transit track to determine the stopping position of the target train; Obtain the number of carriages of the target train, preset multiple virtual train formations, allocate several train cars to each virtual train formation according to the number of carriages, and integrate multiple virtual train formations into an initial discrete virtual train formation set; Based on the stopping position, calculate the center point coordinates. In the initial discrete virtual train set, based on the center point coordinates of each train car, obtain the virtual connecting line between two adjacent train cars. Determine whether the virtual connecting line and the adjacent virtual connecting line meet the preset conditions. If so, retain the virtual connecting line. The virtual grouping and the virtual connecting lines are filtered and integrated to obtain the actual virtual grouping scheme; Among them, determining whether the virtual connecting line and the adjacent virtual connecting line meet the preset conditions includes: determining whether the virtual connecting line falls within the maximum slope difference range of the track. If so, then the preset conditions are satisfied. Determine whether the first connecting line intersects with the adjacent second connecting line, and record the result as the first determination; If the first judgment result is yes, then the first connecting line is translated in the horizontal or vertical direction so that the first connecting line does not intersect with the adjacent second connecting line. Simultaneously determine whether the first connecting line coincides with the nth connecting line, and record it as the second judgment result; if the second judgment result is yes, then delete the first connecting line; Determine whether the virtual connecting line satisfies the carriage length ratio constraint, and record it as the third determination result; Determine whether the virtual connecting line satisfies the track physical constraints, and record it as the fourth determination result; If both the third and fourth judgment results are yes, then the virtual connecting line is defined to satisfy the preset conditions.

2. The method for virtual formation of intelligent rail transit trains based on connecting lines according to claim 1, characterized in that, The maximum slope difference is obtained based on the following steps: Get the current curve's radius of curvature, the tangent angle at the current curve's center point, and the length of a single virtual train. The maximum slope difference can be calculated using the slope difference formula. The slope difference formula Specifically: ； Where C is the length of a single virtual trainset, and R is the radius of curvature of the current curve. The tangent angle is the angle at the center point of the current curve.

3. The method for virtual formation of intelligent rail transit trains based on connecting lines according to claim 1, characterized in that, The step of determining whether the virtual connecting line satisfies the carriage length ratio constraint includes the following steps: Based on the coordinates of the center points of two adjacent carriages, the straight-line distance between the two adjacent carriages on the X and Y axes is obtained; The length of the virtual connecting line is obtained based on the straight-line distance between two adjacent carriages on the X and Y axes. Determine whether the length of the virtual connecting line is not greater than a preset length threshold, and record it as the fifth determination result; If the fifth judgment result is yes, then the virtual connecting line is defined to satisfy the carriage length ratio constraint; The preset length threshold is set according to the length of a single carriage.

4. The method for virtual formation of intelligent rail transit trains based on connecting lines according to claim 3, characterized in that, Determining whether the virtual connecting line satisfies the track physical constraints includes the following steps: Analyze track signals to obtain the minimum safe distance threshold for the section; Determine whether the minimum safe distance threshold of the section is less than the preset length threshold, and record it as the sixth determination result; If the sixth judgment result is yes, then determine whether the length of the virtual connecting line is not greater than the minimum safety distance threshold, and record it as the seventh judgment result; If the seventh judgment result is yes, then the virtual connecting line is defined to satisfy the track physical constraints.

5. The method for virtual formation of intelligent rail transit trains based on connecting lines according to claim 4, characterized in that, After analyzing the orbital signals, the following steps are also included: If the minimum safe distance threshold for the aforementioned segment is not obtained; Then determine whether the length of the virtual connecting line is not greater than the preset length threshold, and record it as the eighth determination result; If the eighth judgment result is yes, then the virtual connecting line is defined to satisfy the track physical constraints.

6. The method for virtual formation of intelligent rail transit trains based on connecting lines according to claim 5, characterized in that, The virtual grouping and the virtual connecting lines are filtered and integrated to obtain the actual virtual grouping scheme, including: Obtain information on permitted train formation modes at the station, and perform preliminary screening of the combinations of the virtual train formations; Determine the train formation direction based on the direction of travel of the intelligent rail transit train; Select the last virtual connector in the virtual group and define it as the first virtual connector. Obtain the virtual connection line adjacent to the first virtual connection line and define it as the second virtual connection line; Based on multiple preset virtual groups and the grouping direction, the first virtual group is defined as the first virtual group; Match the first virtual group with the second virtual connecting line, determine whether the virtual connecting line can be merged into the first virtual group, and record it as the ninth determination result; If the ninth judgment result is yes, then the second virtual connecting line is incorporated into the first virtual group.

7. A virtual formation method for intelligent rail transit trains based on connecting lines according to claim 6, characterized in that, The ninth judgment result also includes: If the ninth judgment result is negative, then the second virtual connecting line is matched with the a-th virtual group, and it is determined whether the second virtual connecting line can be merged into the a-th virtual group, which is recorded as the tenth judgment result. If the tenth judgment result is yes, then the second virtual connecting line is incorporated into the a-th virtual group.

8. The method for virtual formation of intelligent rail transit trains based on connecting lines according to claim 7, characterized in that, The tenth judgment result also includes: If the tenth judgment result is negative, then construct the extension line of the second virtual connecting line, determine whether the extension line can be merged into the first virtual group, and record it as the eleventh judgment result; If the eleventh judgment result is yes, then the second virtual connecting line is incorporated into the first virtual group.

9. A virtual formation method for intelligent rail transit trains based on connecting lines according to claim 8, characterized in that, The eleventh judgment also includes: If the eleventh judgment result is negative, then determine whether the extension line can be incorporated into the a-th virtual group, and record it as the twelfth judgment result; If the twelfth judgment result is yes, then the second virtual connecting line is incorporated into the a-th virtual group.

10. A virtual formation method for intelligent rail transit trains based on connecting lines according to claim 9, characterized in that, The twelfth judgment also includes: If the twelfth judgment result is negative, then the extension line of the second virtual connecting line continues to be extended until the second virtual connecting line is incorporated into any virtual group.

11. A virtual formation method for intelligent rail transit trains based on connecting lines according to claim 10, characterized in that, Determining whether the virtual connecting line matches a virtual group includes: Based on the first virtual connecting line and the second virtual connecting line, obtain the distance between the first virtual connecting line and the second virtual connecting line. Based on the number of carriages, a number of train carriages are allocated to each virtual train group to obtain the preset destination train group distance; The average distance of all connecting lines in the virtual group is obtained by counting the number of connecting lines in the virtual group. Determine whether the first virtual connecting line and the second virtual connecting line are on the same straight line, and record it as the fourteenth judgment result; If the fourteenth judgment result is yes, then the first virtual connecting line and the second virtual connecting line will be merged.

12. The method for virtual formation of intelligent rail transit trains based on connecting lines according to claim 11, characterized in that, The fourteenth judgment also includes: If the fourteenth judgment result is negative, determine whether the distance between the first virtual connecting line and the second virtual connecting line is not less than the preset endpoint grouping distance and at the same time satisfies that it is less than the average distance of all connecting lines in the virtual grouping, and record it as the fifteenth judgment result. If the fifteenth judgment result is yes, the second virtual connecting line is incorporated into the virtual group.

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