A method and system for tracking a train platform based on a vehicle-to-vehicle communication architecture

Abstract

The application discloses a method and system for tracking a platform based on a vehicle-to-vehicle communication architecture. When a current vehicle has a part of its position overlapping with a platform and has a retreat intention, a retreat request message is sent to a rear vehicle. When the rear vehicle receives the retreat request message sent by the front vehicle, it is determined whether a preset condition is met. If the preset condition is met, the front vehicle is allowed to retreat and a retreat permission message is sent to the front vehicle. If the front vehicle receives the retreat permission message sent by the rear vehicle, the train traction is not cut off, the train is allowed to retreat, and the retreat request message is continuously sent to the rear vehicle until the front vehicle ends the retreat. The application improves the train tracking efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a train platform tracking processing method and system based on a train-to-train communication architecture. BACKGROUND

[0002] In a communication-based train operation (CBTC) system, two CBTC-level trains track operation, when the position of the current train partially overlaps with the platform, the system considers that the front train may retreat at any time, and the movement authorization of the rear train is calculated to the position of the rear train tail retreat distance. Based on the current train automatic driving system control accuracy and the driving level of the driver, in the actual operation process, the train crossing the platform stop mark needs to retreat to the mark, which is rarely occurred. If the front train has no intention to retreat, the movement authorization of the rear train is calculated according to the rear train tail retreat distance, which affects the efficiency of train tracking under normal circumstances. SUMMARY

[0003] In view of this, the present application provides a train platform tracking processing method and system based on a train-to-train communication architecture.

[0004] The present application discloses a train platform tracking processing method based on a train-to-train communication architecture, which comprises:

[0005] Step 1: When the position of the current train partially overlaps with the platform and has a retreat intention, send a retreat request message to the rear train;

[0006] Step 2: When the rear train receives the retreat request message sent by the front train, it is judged whether the preset condition is met, if the preset condition is met, the front train is allowed to retreat and a retreat permission message is sent to the front train;

[0007] Step 3: If the front train receives the retreat permission message sent by the rear train, the train traction is not cut off, the train is allowed to retreat and continues to send a retreat request message to the rear train until the front train ends the retreat.

[0008] Further, the step 1 comprises:

[0009] If the mode of the front train is a controlled manual driving mode CM and the direction handle of the front train is detected to be backward, or if the mode of the front train is a full automatic driving mode FAM or a peristaltic mode CAM and the train automatic driving ATO system of the front train outputs a backward direction instruction, it is considered that the front train has a retreat intention;

[0010] If the head position of the front train crosses the specified position by a preset distance and has a retreat intention, the state of the front train is switched from the initial state to the request retreat state; the request retreat state is used to indicate that the ATP of the front train cuts off the train traction, does not allow the train to retreat, and sends a retreat request message to the ATP of the rear train.

[0011] Further, the step 1 further comprises:

[0012] In the initial state, the ATP of the front train does not cut off the train traction and does not send a retreat request message to the ATP of the rear train; the initial state is used to indicate that the front train has no retreat request.

[0013] Further, the step 2 comprises:

[0014] Step 21: obtaining the current position of the rear train according to the preset time and the current speed and acceleration of the rear train ;

[0015] Step 22: obtaining the movement authorization according to the position of the rear train after the rear train tail retreats the retreat protection distance ;

[0016] Step 23: obtaining the current emergency brake trigger speed of the rear train according to the movement authorization and the current position of the rear train ; ;

[0017] Step 24: obtaining whether the retreat of the front train will affect the normal driving of the rear train by comparing the predicted speed of the rear train with the emergency brake trigger speed .

[0018] Further, the step 21 comprises:

[0019]

[0020] wherein, is the current speed of the rear train, is the preset time, the preset time being the sum of the maximum reaction delay of the driver and the maximum delay of the vehicle in response to the brake command, is the possible maximum acceleration, the possible maximum acceleration being the sum of the component of the gravitational acceleration in the direction of the maximum slope and the maximum traction acceleration of the rear train;

[0021] The step 22 comprises:

[0022] The movement authorization is obtained by the following formula: :

[0023]

[0024] wherein, is the position of the tail of the front train, is the retreat protection distance, the retreat protection distance being the distance between the position of the front train at the start of the retreat and the position of the front train at the stop after triggering the train emergency brake, considering the retreat of the front train on the maximum slope uphill;

[0025] The step 23 comprises:

[0026] The current emergency braking trigger speed of the rear vehicle is obtained by the following formula :

[0027]

[0028] Wherein, is the emergency braking trigger speed in the safety braking model and the relationship between the train position , the movement authorization ;

[0029] The step 24 comprises:

[0030] According to the current speed, acceleration and preset time of the rear vehicle, the predicted rear vehicle speed is obtained.

[0031] If the predicted rear vehicle speed is less than the emergency braking trigger speed , it is considered that the backward movement of the front vehicle does not affect the normal driving of the rear vehicle.

[0032] Further, the calculation formula of the predicted rear vehicle speed is:

[0033]

[0034] Wherein, is the predicted rear vehicle speed.

[0035] Further, the step 2 further comprises:

[0036] If the preset condition is not met, the rear vehicle is not allowed to move backward, and the front vehicle is tracked according to the backward protection distance, and the movement authorization is calculated.

[0037] Further, the step of tracking the front vehicle according to the backward protection distance and calculating the movement authorization comprises:

[0038]

[0039] Wherein, is the movement authorization, is the position of the tail of the front vehicle, is the backward protection distance, which refers to the distance between the position where the front vehicle starts to move backward and the position where the train emergency braking is triggered until the front vehicle stops when the front vehicle moves backward on the maximum slope.

[0040] Further, the step 3 comprises:

[0041] After receiving the permission to back off message sent by the rear train, the front train switches the state of the front train from the request to back off state to the back off in progress state, the back off in progress state is used to indicate that the ATP of the front train does not cut off the train traction, allows the train to back off, and continues to send the back off request message to the ATP of the rear train.

[0042] The application further discloses a train platform tracking processing system based on train-to-train communication architecture, which realizes the train platform tracking processing method based on train-to-train communication architecture.

[0043] The message sending module sends a back off request message to the rear train when the front train is partially overlapped with the platform and has a back off intention.

[0044] The judging module is configured to judge whether a preset condition is met when the rear train receives the back off request message sent by the front train, and if the preset condition is met, the front train is allowed to back off and a permission to back off message is sent to the front train.

[0045] The train back off module is configured to, if the front train receives the permission to back off message sent by the rear train, not cut off the train traction, allow the train to back off, and continue to send the back off request message to the rear train until the front train ends the back off.

[0046] Due to the adoption of the above technical solutions, the application has the following advantages:

[0047] 1. The application solves the limitation problem of the traditional train control system which depends on ground equipment and train-ground communication, and improves the safety and efficiency of train operation. The rear train can more efficiently calculate the movement authorization by acquiring the position information and back off request message information of the front train in real time through train-to-train communication. At the same time, automatic information interaction replaces manual confirmation, realizes intelligent scene processing, and reduces the complexity and use cost of the system.

[0048] 2. The train-to-train communication technology is introduced, the rear train directly establishes communication with the front train through the front train identification function, and interacts the back off request message and the back off permission information. When the front train has no back off intention, the movement authorization of the rear train can be calculated to the position of the rear end of the front train after the rear end is retreated by the protection distance. This method can make the rear train more closely track the front train when the front train has no back off intention on the platform under the premise of safety, thereby improving the tracking efficiency and further improving the tracking performance of the CBTC system. BRIEF DESCRIPTION OF DRAWINGS

[0049] In order to more clearly illustrate the technical solutions in the embodiments of the application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments described in the application, and other drawings can also be obtained by those skilled in the art based on these drawings.

[0050] Figure 1 FIG. 1 is a schematic diagram of a train platform tracking processing method according to an embodiment of the present application based on a vehicle-to-vehicle communication architecture;

[0051] Figure 2 FIG. 2 is a schematic diagram of a state switching of a preceding vehicle according to an embodiment of the present application;

[0052] Figure 3 FIG. 3 is a schematic diagram of whether to allow the preceding vehicle to retreat according to an embodiment of the present application;

[0053] Figure 4 FIG. 4 is a schematic diagram of not affecting normal operation of a following vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0054] The present application is further described in conjunction with the accompanying drawings and embodiments, and the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by a person of ordinary skill in the art should belong to the scope of protection of the embodiments of the present application.

[0055] Referring to Figure 1 , the present application provides an embodiment of a train platform tracking processing method based on a vehicle-to-vehicle communication architecture, which comprises:

[0056] Step 1: when the position of the preceding vehicle partially overlaps with the platform and has a retreat intention, sending a retreat request message to the following vehicle;

[0057] Step 2: when the following vehicle receives the retreat request message sent by the preceding vehicle, determining whether a preset condition is met, and if the preset condition is met, allowing the preceding vehicle to retreat and sending an allowed retreat message to the preceding vehicle;

[0058] Step 3: if the preceding vehicle receives the allowed retreat message sent by the following vehicle, not cutting off the train traction, allowing the train to retreat, and continuing to send a retreat request message to the following vehicle until the preceding vehicle ends the retreat.

[0059] It should be noted that the preceding vehicle and the following vehicle in the embodiments of the present application are in the same line and the same running direction, and the preceding vehicle is located in front of the following vehicle.

[0060] Exemplarily, retreat means that the driver or the automatic train operation (ATO) system controls the train to actively drive backward, and if the train is located in the section, the driver will turn the handle to the rear to try to drive the train to retreat, and the system will cut off the traction of the train to prevent the retreat behavior.

[0061] Optionally, step 1 comprises:

[0062] If the preceding vehicle is in controlled manual driving mode (CM) and the steering handle of the preceding vehicle is detected to be turned backward, or if the preceding vehicle is in fully automated driving mode (FAM) or creep mode (CAM) and the train automatic driving system (ATO) of the preceding vehicle is detected to output a backward direction command, then it is considered that the preceding vehicle has the intention to reverse.

[0063] If the front of the train exceeds the preset distance of the designated position and intends to reverse, the status of the front train changes from the initial state to the reverse request state. The reverse request state is used to instruct the ATP of the front train to disconnect the train traction, not to allow the train to reverse, and to send a reverse request message to the ATP of the following train.

[0064] For example, in Figure 2 In the initial state, the leading vehicle does not disengage traction or send a reverse request message. If condition 1 is met: if the leading vehicle is in controlled manual driving mode (CM) and the steering handle of the leading vehicle is detected to be turned backward, or if the leading vehicle is in fully automated driving mode (FAM) or creep mode (CAM) and the train automatic driving system (ATO) of the leading vehicle outputs a backward direction command, then it is considered that the leading vehicle intends to reverse. The state of the leading vehicle changes from the initial state to the reverse request state, traction is disengaged, and a reverse request message is sent to the following vehicle. If condition 1 is not met, the state of the leading vehicle is switched back to the initial state.

[0065] Optionally, step 1 also includes;

[0066] In the initial state, the Automatic Train Protection (ATP) system of the preceding train does not disconnect the train traction, nor does it send a reverse request message to the ATP system of the following train; the initial state is used to indicate that the preceding train has no reverse request.

[0067] Optionally, step 2 includes:

[0068] Step 21: Based on the preset time and the current speed and acceleration of the following vehicle, determine the current position of the following vehicle. ;

[0069] Step 22: Obtain movement authorization based on the position of the vehicle ahead after its rear has retreated a safe distance. ;

[0070] Step 23: Based on mobile authorization and the current position of the car behind Get the current emergency braking trigger speed of the vehicle behind. ;

[0071] Step 24: Compare the predicted following vehicle speed with the emergency braking trigger speed. To determine whether the reversing of the vehicle in front will affect the normal driving of the vehicle behind.

[0072] For example, step 22 corresponds to Figure 3The front vehicle is allowed to back off, and the moving authorization is calculated according to the back-off protection distance. If the rear vehicle and the front vehicle communicate normally and the front vehicle does not send a back-off request message, the front vehicle is not allowed to back off, and the moving authorization is calculated according to the rear-slip protection distance.

[0073] Optionally, step 21 comprises:

[0074]

[0075] wherein, is the current speed of the rear vehicle, is a preset time, the preset time being the sum of the maximum reaction delay of the driver and the maximum delay of the vehicle in responding to the brake instruction, is the possible maximum acceleration, the possible maximum acceleration being the sum of the component of the gravitational acceleration in the direction of the maximum slope and the maximum traction acceleration of the rear vehicle;

[0076] Step 22 comprises:

[0077] The moving authorization is obtained by the following formula :

[0078]

[0079] wherein, is the position of the tail of the front vehicle, is the back-off protection distance, the back-off protection distance being the distance between the position of the front vehicle when the back-off starts and the position of the front vehicle when the train emergency brake is triggered and the front vehicle stops, considering that the front vehicle backs off on the maximum slope; more specifically, the back-off protection distance can refer to the distance between the position of the front vehicle when the back-off starts and the position of the front vehicle when the train emergency brake is triggered and the front vehicle stops after 5 meters of acceleration with the component of the gravitational acceleration in the direction of the maximum slope superimposed on the traction acceleration, considering that the front vehicle backs off on the maximum slope of the line; the typical value of the distance is usually about 25 meters.

[0080] Step 23 comprises:

[0081] The current emergency brake triggering speed of the rear vehicle is obtained by the following formula :

[0082]

[0083] wherein, is the relationship between the emergency brake triggering speed and the train position , the moving authorization in the safety brake model in the IEEE 1474.1 standard;

[0084] Step 24 comprises:

[0085] According to the current speed, acceleration and preset time of the rear vehicle, a predicted rear vehicle speed is obtained;

[0086] If the predicted rear vehicle speed is less than the emergency braking trigger speed , it is considered that the backward movement of the front vehicle does not affect the normal driving of the rear vehicle, i.e., the backward movement of the front vehicle will not cause the rear vehicle to perform emergency braking.

[0087] Optionally, the calculation formula of the predicted rear vehicle speed is:

[0088]

[0089] wherein, is the predicted rear vehicle speed.

[0090] Referring to Figure 4 , the trial emergency braking trigger speed curve is obtained by step 23 , the current emergency braking trigger speed curve refers to the curve obtained by the current actual emergency braking trigger speed , the train acceleration curve refers to the curve obtained by the possible maximum acceleration of the rear vehicle with time.

[0091] Optionally, step 2 further comprises:

[0092] If the preset condition is not met, the rear vehicle does not allow the front vehicle to move backward, and the moving authorization is calculated according to the rearward movement protection distance, as shown in Figure 3 If condition 3 is met: the communication between the rear vehicle and the front vehicle is interrupted or the front vehicle sends a backward movement request message and does not affect the normal operation of the rear vehicle, the front vehicle is allowed to move backward, and the moving authorization is calculated according to the backward movement protection distance. The rearward movement in the rearward movement protection distance refers to the unintended backward movement due to train failure and being on an uphill road, etc.

[0093] Optionally, the moving authorization is calculated according to the rearward movement protection distance, comprising:

[0094]

[0095] wherein, is the moving authorization, is the position of the tail of the front vehicle, ​The rearward rolling protection distance refers to a distance between a position where the front vehicle starts to move backward and a position where the front vehicle stops after triggering the train emergency braking. More specifically, the rearward rolling protection distance can refer to a distance from a position where the train starts to roll backward to a position where the train stops after triggering the train emergency braking after the train rolls backward on the maximum slope at a component (i.e. , the component is the slope angle) of the gravitational acceleration in the maximum slope direction, and the typical value of the distance is usually about 3 meters. Compared with the calculation according to the rearward rolling protection distance, the movement authorization is calculated to be farther and the operation efficiency is higher.

[0096] Optionally, step 3 comprises:

[0097] After the front vehicle receives the permission to roll backward message sent by the rear vehicle, the state of the front vehicle is switched from the request to roll backward state to the rolling backward state, and the rolling backward state is used to indicate that the ATP of the front vehicle does not cut off the train traction, allows the train to roll backward, and continues to send the rolling backward request message to the ATP of the rear vehicle.

[0098] For example, if condition 2 is met: the front vehicle receives the permission to roll backward message sent by the rear vehicle, the state of the front vehicle is switched from the request to roll backward state to the rolling backward state, the traction is not cut off, and the rolling backward request message is continued to be sent to the rear vehicle; if condition 1 is not met in the rolling backward state, the state of the front vehicle is switched to the initial state again. Figure 2 The application also provides an embodiment of a train platform tracking processing system based on a vehicle-to-vehicle communication architecture, which implements the train platform tracking processing method based on the vehicle-to-vehicle communication architecture described in the above embodiment, and comprises:

[0099] A message sending module is configured to send a rolling backward request message to the rear vehicle when the front vehicle has a part of the position coinciding with the platform and has a rolling backward intention.

[0100] A judgment module is configured to judge whether a preset condition is met when the rear vehicle receives the rolling backward request message sent by the front vehicle, and if the preset condition is met, the front vehicle is allowed to roll backward and a permission to roll backward message is sent to the front vehicle.

[0101] A train rolling backward module is configured to, if the front vehicle receives the permission to roll backward message sent by the rear vehicle, not cut off the train traction, allow the train to roll backward, and continue to send the rolling backward request message to the rear vehicle until the front vehicle ends the rolling backward.

[0102]

[0103] ​It should be pointed out finally that the above embodiments are only used to illustrate the technical solutions of the present application but not to limit it. Although the present application has been described in detail with reference to the above embodiments, it should be understood by those skilled in the art that the specific embodiments of the present application can be modified or equivalently replaced without departing from the spirit and scope of the present application, and any modification or equivalent replacement without departing from the spirit and scope of the present application should be covered in the protection scope of the claims of the present application.

Claims

1. A station platform tracking processing method based on a vehicle-to-vehicle communication architecture, characterized in that, include: Step 1: When the current train's position partially overlaps with the platform and it intends to reverse, send a reverse request message to the following train; Step 2: When the following vehicle receives the reverse request message sent by the preceding vehicle, it determines whether the preset conditions are met. If the preset conditions are met, it allows the preceding vehicle to reverse and sends a reverse permission message to the preceding vehicle. Step 3: If the leading train receives a permission message from the following train to reverse, it does not disconnect the train traction, allows the train to reverse, and continues to send reverse request messages to the following train until the leading train finishes reversing; Step 2 includes: Step 21: Based on the preset time and the current speed and acceleration of the following vehicle, determine the current position of the following vehicle. ; Step 22: Obtain movement authorization based on the position of the vehicle ahead after its rear has retreated a safe distance. ; Step 23: Based on mobile authorization and the current position of the car behind Get the current emergency braking trigger speed of the vehicle behind. ; Step 24: Compare the predicted following vehicle speed with the emergency braking trigger speed. To determine whether the reversing of the vehicle in front will affect the normal driving of the vehicle behind.

2. The station tracking processing method based on vehicle-to-vehicle communication architecture according to claim 1, characterized in that, Step 1 includes: If the preceding vehicle is in controlled manual driving mode (CM) and the steering handle of the preceding vehicle is detected to be turned backward, or if the preceding vehicle is in fully automated driving mode (FAM) or creep mode (CAM) and the train automatic driving system (ATO) of the preceding vehicle is detected to output a backward direction command, then it is considered that the preceding vehicle has the intention to reverse. If the front of the train exceeds the preset distance of the designated position and intends to reverse, the status of the front train changes from the initial state to the reverse request state. The reverse request state is used to instruct the ATP of the front train to disconnect the train traction, not to allow the train to reverse, and to send a reverse request message to the ATP of the following train.

3. The station tracking processing method based on vehicle-to-vehicle communication architecture according to claim 1, characterized in that, Step 1 also includes; In the initial state, the Automatic Train Protection (ATP) system of the preceding train does not disconnect the train traction, nor does it send a reverse request message to the ATP system of the following train; the initial state is used to indicate that the preceding train has no reverse request.

4. The station tracking processing method based on vehicle-to-vehicle communication architecture according to claim 1, characterized in that, Step 21 includes: in, The current speed of the following vehicle. The preset time is the sum of the driver's maximum reaction time and the vehicle's maximum response time to braking commands. The maximum acceleration is the sum of the component of gravitational acceleration in the direction of maximum gradient and the maximum traction acceleration of the following vehicle. Step 22 includes: Mobile authorization is obtained using the following formula. : in, The position of the rear of the vehicle in front. The reverse protection distance refers to the distance between the position of the preceding train at the start of the reverse movement and the position of the preceding train when it stops after the train's emergency braking is triggered, taking into account the reverse movement of the preceding train on the maximum gradient. Step 23 includes: The current emergency braking trigger speed of the following vehicle can be obtained using the following formula. : in, Emergency braking trigger speed in the safety braking model With train position Mobile authorization The relationship between them; Step 24 includes: Based on the current speed and acceleration of the following vehicle and the preset time, the predicted speed of the following vehicle is obtained; If the predicted speed of the following vehicle is less than the emergency braking trigger speed If the vehicle in front reverses, it is assumed that the vehicle behind does not affect the normal driving of the vehicle in front.

5. The station tracking processing method based on vehicle-to-vehicle communication architecture according to claim 4, characterized in that, The formula for calculating the predicted speed of the following vehicle is as follows: in, The predicted speed of the following vehicle.

6. The station tracking processing method based on vehicle-to-vehicle communication architecture according to claim 1, characterized in that, Step 2 also includes: If the preset conditions are not met, the following vehicle will not allow the preceding vehicle to reverse, and will track the preceding vehicle according to the rearward roll protection distance to calculate the movement authorization.

7. The station tracking processing method based on vehicle-to-vehicle communication architecture according to claim 6, characterized in that, The step of tracking the preceding vehicle based on the rearward slip protection distance and calculating the movement authorization includes: in, For mobile authorization, The position of the rear of the vehicle in front. The rearward slip protection distance refers to the distance from the position of the preceding vehicle when it begins to move backward on an uphill slope with the maximum gradient, to the position of the preceding vehicle when the emergency braking of the train is triggered until the preceding vehicle comes to a stop.

8. The station tracking processing method based on vehicle-to-vehicle communication architecture according to claim 1, characterized in that, Step 3 includes: After receiving the permission to reverse message from the following train, the preceding train changes its status from requesting to reverse to reversing. The reversing state indicates that the preceding train's ATP does not disconnect the train's traction, allowing the train to reverse, and continues to send reversing request messages to the following train's ATP.

9. A station platform tracking processing system based on a vehicle-to-vehicle communication architecture, implementing the station platform tracking processing method based on a vehicle-to-vehicle communication architecture as described in any one of claims 1-8, characterized in that, include: When the current train's position partially overlaps with the platform and it intends to reverse, the message sending module sends a reverse request message to the following train. The judgment module is used to determine whether the preset conditions are met when the following vehicle receives the reverse request message sent by the preceding vehicle. If the preset conditions are met, the following vehicle is allowed to reverse and a reverse permission message is sent to the preceding vehicle. The train reversal module is used to allow the train to reverse without disengaging its traction if the preceding train receives a reversal permission message from the following train, and to continue sending reversal request messages to the following train until the preceding train finishes reversing.

Images