Cooperative control method and device for flat aisle traffic, and storage medium

Abstract

The invention belongs to the technical field of railways, and provides a cooperative control method and device for flat aisle traffic and a storage medium, and the cooperative control method comprises the steps: obtaining a traffic request of an automobile passing through a flat aisle; based on the passing request, obtaining a triggering state of double magnetic steels and automobile passing time; based on the triggering state of the double magnetic steels and the passing time of the automobile, whether an instruction for allowing the automobile to pass is sent is judged; and if the instruction for allowing the automobile to pass is sent, executing the dynamic protection strategy, otherwise, not sending the instruction for allowing the automobile to pass. According to the method, when the vehicle passing request is processed on the flat aisle, judgment is carried out based on the double magnetic steel, the triggering state and the vehicle passing time, so that vehicles can be cooperatively controlled when a train arrives, collision between the vehicles and the train is avoided, and the information island problem is solved; meanwhile, a dynamic protection strategy can be executed when the automobile passes through the flat aisle, the protection strategy can cope with the emergency situation when the automobile passes through the flat aisle, and the dynamic adaptability is high.

Description

Technical Field

[0001] This invention belongs to the field of railway technology, and specifically relates to a collaborative control method, equipment and storage medium for level crossing traffic. Background Technology

[0002] Level crossings (or level crossings) are the point where railway tracks intersect with roads / pedestrian walkways, and are among the areas with the highest accident risk in railway transportation. Statistics show that level crossing accidents account for more than 30% of railway accidents. Control objectives are: 1. Conflict avoidance: Preventing collisions between trains and pedestrians / vehicles. 2. Efficiency balance: Reducing train delays and road traffic congestion. Automation requirements: Replacing traditional manual operation with automated controls, reducing labor costs.

[0003] As logistics hubs, railway freight yards and smart ports place high demands on the coordinated control of automated equipment (such as driverless vehicles) and railway level crossing systems. Level crossing systems must ensure the safe passage of railway trains and road vehicles, preventing collisions. However, existing level crossing control logic often relies on a single sensor (such as a magnet) to trigger the movement of barriers, lacking timing coordination for complex scenarios (such as dynamic vehicle requests for passage and sudden train occupancy), which can easily lead to safety hazards.

[0004] Traditional level crossing control relies on the following well-known technologies: 1. Mechanical barrier + signal light: The barrier lowers and a red light flashes as a train approaches, detected by track circuitry. 2. Time-distance algorithm: The barrier closing time is calculated based on train speed. 3. Fault redundancy design: Dual-circuit power supply, barrier wire breakage detection, etc.

[0005] Existing technical deficiencies: 1. Risk of false detection and missed detection: Track circuits are susceptible to weather / electromagnetic interference (such as lightning strikes causing false triggering).

[0006] 2. Poor dynamic adaptability: Fixed-time algorithms cannot cope with train acceleration, deceleration, emergency braking and other operating conditions.

[0007] 3. Information silo problem: Not linked with the highway traffic signal system, which can easily cause vehicle congestion. Summary of the Invention

[0008] To address the problems in the background art, this invention proposes a collaborative control method, device, and storage medium for traffic flow on level crossings.

[0009] To achieve the above objectives, the present invention adopts the following technical solution: A collaborative control method for traffic passing through level crossings, applied to a transmitting end device, includes the following steps: Obtain the vehicle's request to pass through the level crossing; The triggering state of the dual magnets and the vehicle passage time are obtained based on the passage request. The dual magnets include a first magnet far away from the flat crossing and a second magnet close to the flat crossing. The vehicle passage time is the time required for the vehicle to pass through the flat crossing. The triggering state of the dual magnets and the time it takes for the car to pass are used to determine whether to issue a command to allow the car to pass. If a command to allow the vehicle to pass is issued, the dynamic protection strategy is executed; otherwise, no command to allow the vehicle to pass is issued. The dynamic protection strategy is used when the second magnet is triggered when the vehicle passes, and when the train speed exceeds the specified speed but the double magnet is not triggered.

[0010] Preferably, obtaining the triggering state of the dual magnets and the vehicle passage time based on the passage request includes the following steps: Obtain the trigger state of the first magnet; Obtain the trigger state of the second magnet; Calculate the time required for a car to pass through a level crossing.

[0011] Preferably, the distance between the first magnet and the passageway satisfies: ; In the formula, This indicates the distance from the first magnet to the level passageway; V Indicates the train's maximum speed; t 出 Indicates the time required for a car to pass through a level crossing; L 1 indicates the distance from the second magnet to the level passageway; The distance between the second magnet and the passageway satisfies: ; In the formula, L 制 Indicates the train's braking distance; t 反 Indicates the reaction time of the train driver in taking braking measures; t 延 This indicates the delay time for video and alarm information to be transmitted to the car.

[0012] Preferably, determining whether to issue a command allowing the vehicle to pass based on the triggering state of the dual magnets and the vehicle's passage time includes the following steps: If the first magnet is triggered, the passage request is rejected, and the car is brought to a stop. If the first magnet is not triggered but the time it takes for the car to pass through is greater than or equal to the time it takes for the train to arrive at the level crossing, then the passage request is rejected and the car is brought to a stop. If the first magnet is not triggered, and the time it takes for the car to pass through is less than the time it takes for the train to arrive at the level crossing, and the barriers at the level crossing have not been lowered, then a command is issued to allow the car to pass.

[0013] Preferably, if the dynamic protection strategy is used when the second magnet is triggered while a vehicle is passing, it includes the following steps: When the second magnet is triggered, it detects whether the cars in the passageway have cleared their way. If the vehicle is not cleared, calculate the remaining time for the car to pass through the level crossing; Determine whether the remaining time for the car to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to fall. If the remaining time for the car to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to fall, then the barrier remains raised.

[0014] Preferably, if the dynamic protection strategy is used when the train speed exceeds the specified speed and the dual magnets are not triggered, it includes the following steps: Deny all vehicle requests to pass; Send braking command to the train; Activate the audible and visual alarm at the level passageway.

[0015] A transmitting device, comprising: The control platform is used to obtain the passage request of a car through the flat passage, and to determine whether to issue an instruction to allow the car to pass based on the trigger status of the double magnets and the time of the car's passage. A redundant unit is used to allow a dynamic protection strategy to be executed when a vehicle passes through; the dynamic protection strategy is used when the second magnet is triggered when a vehicle passes through, and when the train speed exceeds the specified speed but the double magnet is not triggered. A dual-magnet detection unit is used to obtain the triggering state of the dual magnets, wherein the dual magnets include a first magnet that is far away from the horizontal passage and a second magnet that is close to the horizontal passage; The level crossing control unit is used to receive the trigger status of the dual magnets, calculate the vehicle's passage time, issue control commands, and interact with the management and control platform.

[0016] Preferably, it further includes an execution unit, which interacts with the crossing control unit and is used for: When the first magnet is triggered, an audible and visual alarm is activated, and when the second magnet is triggered, the railing falls.

[0017] Preferably, if the dynamic protection strategy is used when the second magnet is triggered during vehicle passage, the redundant unit is used for: When the second magnet is triggered, it detects whether the cars in the passageway have cleared out. Interact with the level crossing control unit to calculate the remaining time for a vehicle to pass through the level crossing before it has cleared; Interact with the control platform to determine whether the remaining time for the vehicle to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to drop; if the remaining time for the vehicle to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to drop, then keep the barrier raised.

[0018] Preferably, if the dynamic protection strategy is used when the train speed exceeds the specified speed and the dual magnets are not triggered, the redundant unit is used for: Interact with the control platform to reject all vehicle passage requests; It interacts with the control platform to send braking commands to the train; Interact with the execution unit to activate the audible and visual alarm at the level passageway.

[0019] A collaborative control method for traffic flow on level crossings, applied to receiving equipment, includes the following steps: Send a vehicle passage request through the level crossing; whether the passage request is allowed is determined by the triggering state of the dual magnets and the vehicle passage time, wherein the dual magnets include a first magnet far from the level crossing and a second magnet close to the level crossing; the vehicle passage time is the time required for the vehicle to pass through the level crossing; Obtain feedback information regarding the passage request until the vehicle is permitted to pass; When a car passes through a level crossing, it receives and executes a dynamic protection strategy. The dynamic protection strategy is used when the second magnet is triggered when the car passes through, and when the train speed exceeds the specified speed but the double magnet is not triggered.

[0020] Preferably, whether a passage request is permitted is determined by the triggering state of the dual magnets and the vehicle's passage time, including: If the first magnet is triggered, the passage request is denied, and the car brakes to a stop. If the first magnet is not triggered but the time it takes for the car to pass through is greater than or equal to the time it takes for the train to arrive at the level crossing, the passage request is denied and the car brakes to a stop. If the first magnet is not triggered, and the time it takes for the car to pass through is less than the time it takes for the train to arrive at the level crossing, and the barriers at the level crossing are not lowered, the car is allowed to pass.

[0021] Preferably, when a car passes through a level crossing, a dynamic protection strategy is received and executed. If the dynamic protection strategy is applied to the case where the second magnet is triggered when the car passes, it includes the following steps: Continuously monitor the status signals of the passageway, including the signal that the second magnet is triggered; When a vehicle enters the irreversible braking zone, it automatically switches to forced passage mode; the irreversible braking zone is defined as the distance between the vehicle and the barrier being less than the vehicle's current braking distance. The car uploads its location data in real time.

[0022] Preferably, when the vehicle passes through a level crossing, it receives and executes a dynamic protection strategy. If the dynamic protection strategy is applied to a situation where the train speed exceeds a specified speed but the dual magnets are not triggered, it includes the following steps: A message indicating that passage was denied was received. Received an audible and visual alarm message from the level passageway; The car brakes and stops.

[0023] A receiving device, comprising: Automotive control unit, used for: Send a vehicle passage request through the level crossing; whether the passage request is allowed is determined by the triggering state of the dual magnets and the vehicle passage time, wherein the dual magnets include a first magnet far from the level crossing and a second magnet close to the level crossing; the vehicle passage time is the time required for the vehicle to pass through the level crossing; Obtain feedback information regarding the passage request until the vehicle is permitted to pass; When a car passes through a level crossing, it receives and executes a dynamic protection strategy. The dynamic protection strategy is used when the second magnet is triggered when the car passes through, and when the train speed exceeds the specified speed but the double magnet is not triggered.

[0024] Preferably, if the dynamic protection strategy is used when the second magnet is triggered while the vehicle is passing, the vehicle control unit is used to: Continuously monitor the status signals of the passageway, including the signal that the second magnet is triggered; When a vehicle enters the irreversible braking zone, it automatically switches to forced passage mode; the irreversible braking zone is defined as the distance between the vehicle and the barrier being less than the vehicle's current braking distance. Control the vehicle to upload location data.

[0025] Preferably, if the dynamic protection strategy is used when the train speed exceeds the specified speed and the dual magnets are not triggered, the vehicle control unit is used to: Receive a message indicating that passage is denied; Receive information from the audible and visual alarm at the level crossing; Control the car to stop.

[0026] An apparatus comprising: Memory, used to store computer programs; A processor, when executing a computer program stored in memory, implements a coordinated control method for level crossing traffic applied to a transmitting device, or implements a coordinated control method for level crossing traffic applied to a receiving device.

[0027] A computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements a coordinated control method for passage through a level crossing applied to a transmitting device, or implements a coordinated control method for passage through a level crossing applied to a receiving device.

[0028] The beneficial effects of this invention are: 1. The method of the present invention judges the vehicle passage request based on the dual magnets, trigger state and vehicle passage time when processing the vehicle passage request on the level crossing, so that the vehicle can be coordinated with the train when the train arrives, avoiding the collision between the vehicle and the train and solving the problem of information silos; at the same time, a dynamic protection strategy can be executed when the vehicle passes through the level crossing. This protection strategy can deal with the emergency when the vehicle passes through the level crossing, realize hierarchical decision judgment, and has strong dynamic adaptability. 2. The dual magnets of this invention achieve time-separation of alarm and execution actions through graded magnets, solving the problem that existing single magnet systems cannot handle dynamic conflicts between road vehicles and train formations; 3. The dynamic protection strategy of the present invention considers the situation where the second magnet is triggered when a car passes through and the situation where the train speed exceeds the prescribed speed but the double magnet is not triggered. It provides different decision judgments for different situations, establishes hierarchical decision judgments for normal operation and special operation scenarios, and considers a variety of special situations that may cause accidents, which significantly improves the safety of level crossings (or level crossings).

[0029] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description and the drawings. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 The present invention illustrates a coordinated control method for the initiation end equipment of a level crossing for traffic. Figure 2 A structural diagram of a transmitting device according to the present invention is shown; Figure 3 The present invention illustrates a collaborative control method for a receiving device for a level crossing traffic system. Figure 4 A structural diagram of a receiving device according to the present invention is shown; Figure 5 An interaction diagram of the transmitting and receiving devices of the present invention is shown; Figure 6 A layout diagram of the transmitting end device and the receiving end device of the present invention is shown; Figure 7 A flowchart of the collaborative control method for smooth passage of traffic on a level crossing after interaction between the transmitting and receiving devices of the present invention is shown. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] like Figure 1 The diagram illustrates a collaborative control method for traffic flow through level crossings. This method, applied to a transmitting device, includes the following steps: S1: The sending device receives a request from a vehicle to pass through a level crossing (or intersection).

[0034] S2: The sending device obtains the trigger status of the dual magnets and the vehicle passage time based on the passage request. The dual magnets include a first magnet far away from the flat crossing and a second magnet close to the flat crossing; the vehicle passage time is the time required for the vehicle to pass through the flat crossing.

[0035] S3: The sending device determines whether to issue a command to allow the vehicle to pass based on the triggering state of the dual magnets and the vehicle's passage time.

[0036] S4: If the transmitting device issues a command to allow the vehicle to pass, the dynamic protection strategy is executed; otherwise, the command to allow the vehicle to pass is not issued. The dynamic protection strategy is used when the second magnet is triggered when the vehicle passes, and when the train speed exceeds the specified speed and the double magnet is not triggered.

[0037] It should be noted that the cars are generally self-driving vehicles.

[0038] It should be further explained that in S1-S4, the transmitting device needs to comprehensively consider factors such as the triggering status of the dual magnets and the vehicle's passage time before issuing authorization to allow passage. Furthermore, various unforeseen circumstances must be considered when implementing the dynamic protection strategy to improve safety. Additionally, for the dual magnets, the first magnet is installed at the far end of the railway track from the level crossing entrance, used to trigger audible and visual alarms and red flashing signals. When a train approaches, it sends a first-level warning signal to the level crossing control module. The second magnet is installed near the railway track from the level crossing entrance, serving as a reference point for emergency braking of the train. Upon approach, it triggers the lowering command of the barrier, forming a dual-redundant detection zone with the far magnet.

[0039] In an optional implementation, the transmitting device in S2 needs to perform the following steps: S201: Obtain the trigger state of the first magnet.

[0040] S202: Obtain the trigger state of the second magnet.

[0041] S203: Calculate the time required for a car to pass through a level crossing.

[0042] It should be noted that in S2, the dual magnets can monitor the train's movement on the track in real time. Furthermore, in S203, accurately calculating the time required for a vehicle to cross the level crossing helps with the safety management of the crossing. For example, at railway level crossings, the switching time of railway signals needs to be rationally scheduled based on the time it takes for vehicles to cross, ensuring that trains and vehicles do not collide on the level crossing and guaranteeing traffic safety.

[0043] It should be further explained that, based on the dual magnets, the maximum timing interval (the time from the activation of the audible and visual alarm to the lowering of the pallet truck) is built into the PCB board of the level passage control device, which provides a safety guarantee for magnet failure. For example, if the second magnet does not respond, the system will not receive a message that the second magnet has been triggered within the maximum timing interval. If the duration exceeds the maximum timing interval, the system can assume that the second magnet has been triggered and proceed with subsequent steps.

[0044] In optional implementations, S3 includes the following cases: Scenario 1 (Condition 1): If the first magnet is triggered, the transmitting device immediately rejects the passage request, causing the vehicle to brake and stop. Specifically, upon receiving the signal indicating that the first magnet has been triggered, the transmitting device will take immediate action. It will quickly reject the vehicle's passage request and send a command to the vehicle's braking system, causing the vehicle to brake and stop rapidly, preventing the vehicle from entering the level crossing and colliding with any potential trains, thus ensuring traffic safety.

[0045] The second scenario (condition 2): The first magnet is not triggered, but the car's passage time is greater than or equal to the train's arrival time at the level crossing. Therefore, the transmitting equipment rejects the passage request and forces the car to brake and stop. Specifically: If the first magnet is not triggered, it indicates that the level crossing has not yet detected the train entering the specific danger warning area. However, the system calculates the time required for the car to pass through the level crossing in real time and compares it with the train's estimated arrival time. When the calculated time for the car to pass through the level crossing is greater than or equal to the train's arrival time, it means that if the car continues to travel in the current state, the train will arrive before the car has fully passed through the level crossing, resulting in a collision. To avoid this dangerous situation, the transmitting end will reject the car's passage request and simultaneously send a command to the car's braking system to force the car to brake and stop, ensuring traffic safety at the level crossing.

[0046] The third scenario (condition 3): If the first magnet is not triggered, the time it takes for the car to pass through the level crossing is less than the time it takes for the train to arrive at the level crossing, and the barriers at the level crossing are not down, then the car is authorized to pass. Specifically, if the first magnet is not triggered, it means that the train has not yet entered the area that could potentially cause a hazard. The system calculates that the time it takes for the car to pass through the level crossing is less than the time it takes for the train to arrive at the level crossing, indicating that the car has sufficient time to safely pass through the level crossing before the train arrives. Furthermore, the barriers at the level crossing are not down at this time, meaning that the level crossing is currently passable. In this case, the engine will authorize the car to pass, issuing a command allowing the car to pass through the level crossing.

[0047] In an optional implementation, S4 includes the following steps: S401: Monitor the control status of level crossing equipment; S402: Activate vehicle trajectory tracking mode; S403: Send a notification that the protection has taken effect to the train control system.

[0048] It should be noted that the purpose of S4 is to monitor emergency situations when a car passes through a level crossing. The possible scenarios are: (1) the second magnet is triggered when the car passes through; (2) the train speed exceeds the prescribed speed and the double magnet is not triggered.

[0049] Scenario 1: For the dynamic protection strategy used when the second magnet is triggered when a car passes, S4 specifically includes the following steps: When the second magnet is triggered, the transmitting device detects whether the cars in the passageway have cleared out.

[0050] If the vehicle is not cleared, calculate the remaining time for the car to pass through the level crossing.

[0051] Determine whether the remaining time for the car to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to fall. If the remaining time for the car to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to fall, then the barrier remains raised.

[0052] It should be noted that once a car is authorized to pass through the level crossing, the timing of the barrier's descent is pre-set; this time is the barrier's delayed descent time. Here, the train's operating mode can be set as needed. For example, in the first scenario, if there is a time conflict between the train and the car's passage, the barrier's delayed descent time should be increased, and the train should be stopped as quickly as possible to avoid a collision. Another mode allows for issuing a braking command to the train regardless of whether the car's remaining time to cross the level crossing is greater than the barrier's delayed descent time.

[0053] It should be further explained that the formula for calculating the remaining time for a car to pass through a level crossing is as follows: (1) In the formula, t 剩 express ; l 剩 This indicates the distance between the front of the car and the boundary of the horizontal crossing in the direction of travel. l 车 V is the length of the car; 车 Indicates the speed of a car.

[0054] The second scenario: If the dynamic protection strategy is used when the train speed exceeds the specified speed and the dual magnets are not triggered (the train abnormally enters the level crossing), S4 specifically includes the following steps: The sending device rejects all vehicle passage requests; Send braking command to the train; Activate the audible and visual alarm at the level passageway.

[0055] like Figure 2 The diagram shows a transmitting device comprising a control platform, a redundancy unit, a dual-magnet detection unit, a level crossing control unit, and an execution unit. Specifically, the dual-magnet unit is connected to the level crossing control unit via optical fiber communication, the level crossing control unit is connected to the control platform via industrial Ethernet, and is also connected to the execution unit via cable. The execution unit includes a barrier hoist and a backup device for raising the barrier.

[0056] During operation, the control platform can receive vehicle passage requests across the level crossing and determine whether to issue a permission instruction based on the trigger status of the dual magnets and the vehicle's passage time. The dual magnet unit can acquire the trigger status of the dual magnets and send it to the level crossing control unit. The level crossing control unit can receive the trigger status of the dual magnets, calculate the vehicle passage time, and then issue a control instruction based on both. Simultaneously, the level crossing control unit feeds back all information and control instructions to the control platform so that the platform can make appropriate authorizations. The execution unit is used to trigger an audible and visual alarm when the first magnet is triggered, and to activate the barrier mechanism to lower the barrier when the second magnet is triggered. The redundant unit is connected to the transmitting device and can execute a dynamic protection strategy when vehicle passage is permitted; this dynamic protection strategy is used when the second magnet is triggered while a vehicle is passing, and when the train speed exceeds the prescribed speed but the dual magnets are not triggered.

[0057] As an optional implementation, if the dynamic protection strategy is used when the second magnet is triggered while a car is passing, the redundant unit is used for: First, when the second magnet is triggered, it checks whether the train has cleared the level crossing. Then, the redundant unit interacts with the level crossing control unit, sending the clearance result to the control unit. If the train has not cleared the level crossing, the control unit calculates the remaining time for the train to cross the level crossing and sends this information to the control platform. Next, the redundant unit interacts with the control platform, which determines whether the remaining time for the train to cross the level crossing is greater than the delay time for the barrier to fall. If it is greater, the execution unit must prevent the barrier from falling and then send an emergency braking command to the train (generally, braking is applied first, followed by emergency braking).

[0058] As an optional implementation, if the dynamic protection strategy is used when the train speed exceeds the specified speed and the dual magnets are not triggered, the redundant unit is used for: Interact with the control platform to allow it to reject all vehicle passage requests.

[0059] It interacts with the control platform, allowing the platform to send braking commands to the train.

[0060] Interact with the execution unit to activate the audible and visual alarm at the passageway.

[0061] The following explains the calculation principle of double magnets in a level passageway.

[0062] Limitations of a single magnet: Outside of normal operating scenarios, a special situation exists: when an autonomous vehicle sends a request to pass through a level crossing (level gate), the train has not yet engaged the magnet. The control platform determines that the vehicle (which could be an autonomous vehicle) can pass through the level crossing and sends a permission command. However, the next moment, the train engages the magnet, triggering an audible and visual alarm. The two red lights on the level crossing signal flash alternately, and the barrier arm lowers. At this point, the vehicle continues to move towards the level crossing, and the distance to the barrier arm is less than the vehicle's braking distance. Therefore, the vehicle cannot stop before the barrier arm and must proceed directly through the level crossing, potentially resulting in a collision between the vehicle and the barrier arm. Therefore, the problem that needs to be solved is: (1) In special circumstances, it is necessary to ensure that the wooden barrier does not start to fall when the car leaves the clearing passage.

[0063] (2) Ensure that the railway train will not collide with the car during the entire process of the car leaving the level crossing and that the barrier has been lowered when the train reaches the level crossing position.

[0064] (2) (3) (4) In the formula, t 1 indicates the time it takes for the car to travel from its braking distance position to a level crossing. l 1 indicates the minimum braking distance of the car; V 车 Indicates the speed of the car; t 2 indicates the time from when the front of the vehicle enters the boundary of the flat passageway railing to when the entire vehicle exits the boundary of the flat passageway railing; l 道 Indicates the length of the level passageway; l 车 Indicates the length of the car; l 栏 This indicates the distance between the placement of the timber hoist and the edge of the aisle. t 出 This indicates the time required for a car to pass through a level crossing, specifically the time required for the car to enter the level crossing from its position at the car's maximum braking distance to exiting the level crossing.

[0065] Therefore, to avoid collisions between autonomous vehicles and the barrier, the level crossing system needs to implement a time interval between the audible and visual alarm and the barrier lowering. A single magnet cannot meet this requirement, so two magnets are introduced before the level crossing. When the train passes the far magnet (the first magnet), the audible and visual alarm is triggered, and the level crossing signal illuminates the "no passage" signal. The train then passes the second magnet, controlling the barrier to lower. The distance between the two magnets should ensure that the time it takes for the train to pass at maximum speed is greater than the time it takes for the autonomous vehicle to clear the level crossing when the barrier lowers. At the same time, the position of the near magnet should ensure that the time it takes for the train to travel from that magnet to the level crossing at maximum speed is greater than the sum of the time it takes for the autonomous vehicle to clear the level crossing after overstepping its bounds and the time it takes for the barrier to lower (including the communication delay between the level crossing system and the control platform), plus a certain margin.

[0066] The second magnet (position where the train pushes the barrier down): Located closer to the end, it triggers the barrier-lowering command, satisfying the following: (5) In the formula, L 1 represents the distance from the second magnet to the level crossing, which is also the actual braking distance of the train (including the emergency braking distance and reaction distance of the train). L 制 Indicates the emergency braking distance of the train; t 反 Indicates the driver's reaction time when taking braking measures; t 延 This indicates the delay time for video and alarm information to be transmitted to the car.

[0067] First magnet (position for triggering audible and visual alarm when train enters level crossing): Located at the far end of the railway track from the entrance of the level crossing, triggering audible and visual alarms, satisfying the following conditions: (6) In the formula, This indicates the distance between the installation position of the first magnet and the horizontal passageway; V This indicates the train's maximum speed.

[0068] like Figure 3 The diagram illustrates a collaborative control method for traffic flow on level crossings, applied to receiving equipment, and includes the following steps: P1: The receiving device sends a request for the car to pass through the level crossing.

[0069] P2: The receiving device receives feedback information on the passage request until the car is allowed to pass.

[0070] P3: When a car passes through a level crossing, the receiving device receives and executes a dynamic protection strategy. The dynamic protection strategy is used when the second magnet is triggered when the car passes through, and when the train speed exceeds the specified speed but the double magnet is not triggered.

[0071] It should be noted that the P1 passage request is initiated, enabling the level crossing control system to detect that a vehicle intends to pass through the level crossing, providing a basis for subsequent judgment and decision-making. Whether the passage request is allowed is determined by the triggering state of the dual magnets and the vehicle's passage time. The dual magnets include a first magnet farther away from the level crossing and a second magnet closer to the level crossing; the vehicle passage time is the time required for the vehicle to pass through the level crossing.

[0072] The first magnet is far from the level crossing; its activation indicates the train is approaching the level crossing. The second magnet is near the level crossing; its activation indicates the train is approaching or has entered the level crossing area. Then, combined with the time required for the vehicle to cross the level crossing, a comprehensive judgment is made as to whether the vehicle can safely pass. For example, if the vehicle's crossing time is too long, and it has not passed the level crossing when the train is about to arrive, its passage request can be refused to prevent an accident. This multi-factor judgment method can more comprehensively and accurately assess the safety of level crossing passage and rationally allocate level crossing resources.

[0073] P2 ensures that vehicles are promptly informed whether they can pass through the level crossing, preventing them from acting rashly without a clear indication of passage and maintaining traffic order at the level crossing. Simultaneously, continuous feedback allows the receiving equipment to adjust its response strategy based on the latest situation. For example, if the level crossing situation changes while waiting for feedback (e.g., a train arrives earlier), the system can reassess and inform the vehicle of the new outcome.

[0074] In P3, when the second magnet is triggered, a dynamic protection strategy is executed. At this point, the train is already in a critical area near the level crossing. The strategy determines whether to lower the barrier or brake the train based on factors such as whether the train has cleared its path and the remaining time to pass, preventing collisions between vehicles and ensuring the safety of the level crossing. Furthermore, P3 can prevent train-vehicle collisions that may occur if the train is speeding and the level crossing fails to detect the vehicle in time (the magnet is not triggered), expanding the protection scenarios and improving the safety of the level crossing in complex situations.

[0075] As an optional implementation, when determining whether a passage request is authorized, the following steps are included: First scenario (Condition 1): If the first magnet is triggered, the receiving device receives a rejection of the passage request, and the car brakes to stop.

[0076] The second scenario (condition 2): If the first magnet is not triggered but the car's passage time is greater than or equal to the train's arrival time at the level crossing, the receiving device receives a passage request that is rejected, and the car brakes to a stop.

[0077] The third scenario (condition 3): If the first magnet is not triggered, and the time it takes for the car to pass through is less than the time it takes for the train to arrive at the level crossing, and the barriers at the level crossing are not lowered, the car is allowed to pass.

[0078] It should be noted that when determining whether a passage request is authorized, the receiving device mainly waits for feedback information and then performs the corresponding action according to the feedback information.

[0079] As an optional implementation, when a car passes through a level crossing, it receives and executes a dynamic protection strategy. If the dynamic protection strategy is applied to the case where the second magnet is triggered when the car passes, it includes the following steps: P401a: Continuously monitors the status signals of the level passageway, including the signal that the second magnet is triggered; P402a: When a vehicle enters the irreversible braking zone (distance from the barrier < emergency braking distance of the vehicle), it automatically switches to forced passage mode; the irreversible braking zone is defined as the distance from the vehicle to the barrier < the vehicle's current braking distance.

[0080] P403a: Vehicle uploads location data in real time.

[0081] As an optional implementation, when the vehicle passes through a level crossing, it receives and executes a dynamic protection strategy. If the dynamic protection strategy is applied to a situation where the train speed exceeds a specified speed and the dual magnets are not triggered, the following steps are included: P401b: Passage denied message received; P402b: Received information about the audible and visual alarm at the level crossing; P403b: Vehicle braking to stop.

[0082] like Figure 4 As shown, a receiving device is illustrated that can interact with a sending device. The receiving device includes a vehicle control unit located on a vehicle. The vehicle is typically an autonomous vehicle capable of issuing passage requests. Furthermore, the vehicle control unit can be configured with an emergency passage decision unit that, upon receiving an authorization command, continuously monitors the status of the passageway to make emergency decisions.

[0083] Specifically, the vehicle control unit is used to: (1) send a passage request for the vehicle to pass through the level crossing. Whether the passage request is allowed is determined by the triggering state of the dual magnets and the vehicle passage time, where the vehicle passage time is the time required for the vehicle to pass through the level crossing. (2) obtain feedback information on the passage request until the vehicle is allowed to pass. (3) when the vehicle passes through the level crossing, receive and execute the dynamic protection strategy.

[0084] As an optional implementation, if the dynamic protection strategy is used when the second magnet is triggered while the vehicle is passing, the vehicle control unit is used to: The system continuously monitors the status signals of the passageway, including signals indicating that the second magnet has been triggered. When a vehicle enters the irreversible braking zone (distance from the barrier < the vehicle's emergency braking distance), it automatically switches to forced passage mode; the irreversible braking zone is defined as the distance from the vehicle to the barrier < the vehicle's current braking distance. The system then controls the vehicle to upload its location data.

[0085] As an optional implementation, if the dynamic protection strategy is used when the train speed exceeds the specified speed and the dual magnets are not triggered, the vehicle control unit is used to: Receive information indicating that passage is denied; receive information from audible and visual alarms at level crossings; control the vehicle's braking to stop.

[0086] like Figure 5 The diagram illustrates the interaction between the sending and receiving devices. The vehicle control unit can interact with the management platform via a private wireless network. For example, the vehicle control unit can directly send a passage request to the management platform, and then the management platform will ultimately send an instruction authorizing the vehicle to pass to the vehicle control unit.

[0087] In addition, the level crossing control unit integrates a logic processor, which has the following functions: (1) receiving the trigger signal of the dual magnets and calculating the position of the train; (2) controlling the linkage of the sound and light alarm, signal indicator and the barricade machine actuator; and (3) interacting with the control platform in real time.

[0088] In addition, the management platform deploys a multi-threaded decision engine, including: (1) Autonomous vehicle passage request processing module: receives passage requests from autonomous vehicles at a preset distance from the level crossing.

[0089] (2) Train status monitoring module: Real-time acquisition of the trigger status of the dual magnets.

[0090] (3) Dynamic authorization decision module: ① When a request is received, whether the remote magnet is triggered. If it is not triggered, passage is allowed; otherwise, passage is not allowed. ② Before the barrier machine drops, check whether there are any obstacles on the track. If there are no obstacles, it is allowed to drop; if there are obstacles, it stops dropping. ③ After the clearance time calculated by the system, check whether the obstacles on the level crossing have been cleared. If they have been cleared, control the barrier machine to drop; if they have not been cleared, notify the train to brake urgently.

[0091] In addition, the execution unit is designed with two levels of execution mechanisms: (1) Warning actuator: The sound and light alarm is activated immediately after receiving the first magnet signal.

[0092] (2) Mechanical actuator: After receiving the signal from the second magnet, it starts the wooden bar to fall.

[0093] In addition, the redundant unit is equipped with a lidar scanning array: three-dimensional point cloud detection devices are deployed on both sides of the passageway, which are automatically triggered when an autonomous vehicle or obstacle is detected to be stuck. (1) Send an emergency braking signal to the train.

[0094] (2) Activate the backup lifting device to force up the fallen barricade. The backup lifting device can be part of the execution unit.

[0095] like Figure 6 The diagram illustrates a specific layout for transmitting and receiving equipment. The control platform includes a switch / optical transceiver, a server, a duty operation platform, and signal poles. The signal poles receive network information and transmit it to the switch. The switch transmits network information to the server and also receives information from the trackside equipment and transmits it to the server. Finally, the server transmits the acquired information to the duty operation platform, enabling the platform to obtain real-time information and make corresponding decisions.

[0096] The level crossing trackside equipment includes a switch / optical transceiver (connected to the control platform's switch via fiber optic / Ethernet), a level crossing main unit, magnets, traffic lights, audible and visual alarms, barrier gates and signal poles located on both sides of the level crossing, and vehicles waiting to cross. The level crossing main unit acts as the level crossing control unit, connecting to the magnets, traffic lights, audible and visual alarms, barrier gates, and signal poles. The traffic lights, audible and visual alarms, and barrier gates can function as execution units. The signal poles are used for network connectivity.

[0097] In addition, the train is located on the track and is equipped with an onboard main unit, communication antenna, microphone, and Global Navigation Satellite System (GNSS) antenna. The communication antenna can be connected to a network.

[0098] like Figure 7 The diagram shows a flowchart of a coordinated control method for crosswalk traffic combining transmitting and receiving equipment. The steps are as follows: T1: The car (autonomous vehicle) initiates a passage request; T2: The control platform receives the passage request; T3: The control platform makes an emergency protection judgment, which requires the acquisition of three data: the triggering status of the first magnet, the triggering status of the second magnet, and the time it takes for the car to pass through.

[0099] T4: The control platform makes a tiered decision, which is based on conditions 1, 2 and 3 mentioned above. If condition 1 or condition 2 is met, the control platform rejects the vehicle's request to pass. If condition 3 is met, the control platform authorizes the vehicle's request to pass.

[0100] T5: The management platform begins implementing dynamic protection strategies, including: T501: The redundant unit monitors the equipment status, such as whether there are obstacles on the level crossing. If the train reaches the second magnet and the car has not yet cleared the way, then the car is an obstacle. At the same time, the redundant unit starts trajectory tracking to obtain the positions of the train and the car. Meanwhile, the control platform sends protection notifications to the train and the car.

[0101] T6: Make emergency judgments and take protective measures according to the strategy of T5. See S4 for the specific process.

[0102] An apparatus comprising: Memory, used to store computer programs; A processor, when executing a computer program stored in memory, implements a coordinated control method for level crossing traffic applied to a transmitting device, or implements a coordinated control method for level crossing traffic applied to a receiving device.

[0103] It should be noted that the memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device.

[0104] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0105] A computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements a coordinated control method for level crossing traffic applied to a transmitting device, or implements a coordinated control method for level crossing traffic applied to a receiving device.

[0106] It should be noted that the computer-readable storage medium may be included in the device / apparatus described in the above embodiments; or it may exist independently and not assembled into the device / apparatus. The computer-readable storage medium carries one or more programs, which, when executed, implement a coordinated control method for traffic passage on a level crossing according to an embodiment of the present invention.

[0107] According to embodiments of the present invention, the computer-readable storage medium may be a non-volatile computer-readable storage medium, such as: a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In the present invention, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0108] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A collaborative control method for traffic flow on level crossings, applied to transmitting equipment, characterized in that, Includes the following steps: Obtain the vehicle's request to pass through the level crossing; The triggering state of the dual magnets and the vehicle passage time are obtained based on the passage request. The dual magnets include a first magnet far away from the flat crossing and a second magnet close to the flat crossing. The vehicle passage time is the time required for the vehicle to pass through the flat crossing. The triggering state of the dual magnets and the time it takes for the car to pass are used to determine whether to issue a command to allow the car to pass. If a command to allow the vehicle to pass is issued, the dynamic protection strategy is executed; otherwise, no command to allow the vehicle to pass is issued. The dynamic protection strategy is used when the second magnet is triggered when the vehicle passes, and when the train speed exceeds the specified speed but the double magnet is not triggered.

2. The collaborative control method for traffic flow on a level crossing according to claim 1, characterized in that, The process of obtaining the trigger status of the dual magnets and the vehicle passage time based on the passage request includes the following steps: Obtain the trigger state of the first magnet; Obtain the trigger state of the second magnet; Calculate the time required for a car to pass through a level crossing.

3. The collaborative control method for traffic flow on a level crossing according to claim 1, characterized in that, The distance between the first magnet and the passageway satisfies: ； In the formula, This indicates the distance from the first magnet to the level passageway; V Indicates the train's maximum speed; t 出 Indicates the time required for a car to pass through a level crossing; L 1 indicates the distance from the second magnet to the level passageway; The distance between the second magnet and the passageway satisfies: ； In the formula, L 制 Indicates the train's braking distance; t 反 Indicates the reaction time of the train driver in taking braking measures; t 延 This indicates the delay time for video and alarm information to be transmitted to the car.

4. The collaborative control method for traffic flow on a level crossing according to claim 2, characterized in that, The process of determining whether to issue a permission command for the vehicle to pass based on the triggering state of the dual magnets and the time it takes for the vehicle to pass includes the following steps: If the first magnet is triggered, the passage request is rejected, and the car is brought to a stop. If the first magnet is not triggered but the time it takes for the car to pass through is greater than or equal to the time it takes for the train to arrive at the level crossing, then the passage request is rejected and the car is brought to a stop. If the first magnet is not triggered, and the time it takes for the car to pass through is less than the time it takes for the train to arrive at the level crossing, and the barriers at the level crossing have not been lowered, then a command is issued to allow the car to pass.

5. The collaborative control method for traffic flow on a level crossing according to claim 1, characterized in that, If the dynamic protection strategy is used when the second magnet is triggered while a car is passing, it includes the following steps: When the second magnet is triggered, it detects whether the cars in the passageway have cleared their way. If the vehicle is not cleared, calculate the remaining time for the car to pass through the level crossing; Determine whether the remaining time for the car to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to fall. If the remaining time for the car to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to fall, then the barrier remains raised.

6. The collaborative control method for traffic flow on a level crossing according to claim 1, characterized in that, If the dynamic protection strategy is used when the train speed exceeds the specified speed and the dual magnets are not triggered, it includes the following steps: Deny all vehicle requests to pass; Send braking command to the train; Activate the audible and visual alarm at the level passageway.

7. A transmitting device, characterized in that, include: The control platform is used to obtain the passage request of a car through the flat crossing, and to determine whether to issue an instruction to allow the car to pass based on the trigger status of the double magnets and the time of the car's passage. A redundant unit is used to allow a dynamic protection strategy to be executed when a vehicle passes through; the dynamic protection strategy is used when the second magnet is triggered when a vehicle passes through, and when the train speed exceeds the specified speed but the double magnet is not triggered. A dual-magnet detection unit is used to obtain the triggering state of the dual magnets, wherein the dual magnets include a first magnet that is far away from the horizontal passage and a second magnet that is close to the horizontal passage; The level crossing control unit is used to receive the trigger status of the dual magnets, calculate the vehicle's passage time, issue control commands, and interact with the management and control platform.

8. A transmitting device according to claim 7, characterized in that, It also includes an execution unit, which interacts with the crossing control unit and is used for: When the first magnet is triggered, an audible and visual alarm is activated, and when the second magnet is triggered, the railing falls.

9. A transmitting device according to claim 7, characterized in that, If the dynamic protection strategy is used when the second magnet is triggered while a car is passing, the redundant unit is used for: When the second magnet is triggered, it detects whether the cars in the level crossing have cleared out. Interact with the level crossing control unit to calculate the remaining time for a vehicle to pass through the level crossing before it has cleared; Interact with the control platform to determine whether the remaining time for the vehicle to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to drop; if the remaining time for the vehicle to pass through the level crossing is greater than the time it takes for the barrier at the level crossing to drop, then keep the barrier raised.

10. A transmitting device according to claim 7, characterized in that, If the dynamic protection strategy is used when the train speed exceeds the specified speed and the dual magnets are not triggered, the redundancy unit is used for: Interact with the control platform to reject all vehicle passage requests; It interacts with the control platform to send braking commands to the train; Interact with the execution unit to activate the audible and visual alarm at the level passageway.

11. A cooperative control method for traffic flow on level crossings, applied to receiving equipment, characterized in that, Includes the following steps: Send a vehicle passage request through the level crossing; whether the passage request is allowed is determined by the triggering state of the dual magnets and the vehicle passage time, wherein the dual magnets include a first magnet far from the level crossing and a second magnet close to the level crossing; the vehicle passage time is the time required for the vehicle to pass through the level crossing; Obtain feedback information regarding the passage request until the vehicle is permitted to pass; When a car passes through a level crossing, it receives and executes a dynamic protection strategy. The dynamic protection strategy is used when the second magnet is triggered when the car passes through, and when the train speed exceeds the specified speed but the double magnet is not triggered.

12. The collaborative control method for traffic flow on a level crossing according to claim 11, characterized in that, Whether a passage request is granted is determined by the triggering status of the dual magnets and the time it takes for the vehicle to pass, including: If the first magnet is triggered, the passage request is denied, and the car brakes to a stop. If the first magnet is not triggered but the time it takes for the car to pass through is greater than or equal to the time it takes for the train to arrive at the level crossing, the passage request is denied and the car brakes to a stop. If the first magnet is not triggered, and the time it takes for the car to pass through is less than the time it takes for the train to arrive at the level crossing, and the barriers at the level crossing are not lowered, the car is allowed to pass.

13. The collaborative control method for traffic flow on a level crossing according to claim 11, characterized in that, When a car passes through a level crossing, it receives and executes a dynamic protection strategy. If the dynamic protection strategy is applied to a situation where the second magnet is triggered when the car passes, it includes the following steps: Continuously monitor the status signals of the passageway, including the signal that the second magnet is triggered; When a vehicle enters the irreversible braking zone, it automatically switches to forced passage mode; the irreversible braking zone is defined as the distance between the vehicle and the barrier being less than the vehicle's current braking distance. The car uploads its location data in real time.

14. The collaborative control method for traffic flow on a level crossing according to claim 11, characterized in that, When a vehicle passes through a level crossing, it receives and executes a dynamic protection strategy. If the dynamic protection strategy is applied when the train speed exceeds a specified speed and the dual magnets are not triggered, the following steps are included: A message indicating that passage was denied was received. Received an audible and visual alarm message from the level passageway; The car brakes and stops.

15. A receiving device, characterized in that, include: Automotive control unit, used for: Send a vehicle passage request through the level crossing; whether the passage request is allowed is determined by the triggering state of the dual magnets and the vehicle passage time, wherein the dual magnets include a first magnet far from the level crossing and a second magnet close to the level crossing; the vehicle passage time is the time required for the vehicle to pass through the level crossing; Obtain feedback information regarding the passage request until the vehicle is permitted to pass; When a car passes through a level crossing, it receives and executes a dynamic protection strategy. The dynamic protection strategy is used when the second magnet is triggered when the car passes through, and when the train speed exceeds the specified speed but the double magnet is not triggered.

16. A receiving device according to claim 15, characterized in that, If the dynamic protection strategy is applied to the case where the second magnet is triggered when a vehicle is passing, the vehicle control unit is used to: Continuously monitor the status signals of the passageway, including the signal that the second magnet is triggered; When a vehicle enters the irreversible braking zone, it automatically switches to forced passage mode; the irreversible braking zone is defined as the distance between the vehicle and the barrier being less than the vehicle's current braking distance. Control the vehicle to upload location data.

17. A receiving device according to claim 15, characterized in that, If the dynamic protection strategy is applied when the train speed exceeds the specified speed and the dual magnets are not triggered, the vehicle control unit is used to: Receive a message indicating that passage is denied; Receive information from the audible and visual alarm at the level crossing; Control the car to stop.

18. A device, characterized in that, include: Memory, used to store computer programs; When a processor executes a computer program stored in a memory, it implements a collaborative control method for traffic passage on a level crossing as described in any one of claims 1-6, or implements a collaborative control method for traffic passage on a level crossing as described in any one of claims 11-14.

19. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the collaborative control method for traffic passage on a level crossing as described in any one of claims 1-6, or the collaborative control method for traffic passage on a level crossing as described in any one of claims 11-14.

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