Dynamic Movement Authority Calculation for Train Tracking
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Solution Overview
Problem
Current train movement authority calculations assume the front train as a stationary obstacle, leading to longer minimum tracking intervals and reduced operational efficiency, especially during peak periods, due to unnecessary emergency braking.
Innovation Solution
A method and apparatus that consider the actual movement state of the front train when calculating the movement authority for the rear train, involving the acquisition of distances and response times based on train speeds to generate a more accurate and efficient movement authority.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If the front train is assumed as a stationary obstacle when calculating movement authority, then the calculation is simplified, but the tracking interval increases and operational efficiency decreases
Solution Approach 1:
The patent transforms the static assumption of the front train as a stationary obstacle into a dynamic model that accounts for the front train's actual movement state. The movement authority calculation now considers the front train's speed and position changes over time, allowing the rear train to maintain shorter safety distances while still ensuring collision avoidance. This dynamic approach reduces unnecessary emergency braking and improves line operational efficiency.
2Device complexity
If the front train is assumed as a stationary obstacle, then the movement authority calculation is straightforward, but the tracking distance increases
Solution Approach 1:
The patent introduces dynamic parameters including the front train's speed (v1), acceleration (a1), and response time (t) to calculate the actual distance the front train travels during the rear train's response period. This allows the movement authority to be extended beyond the static safety margin, reducing the tracking distance while maintaining safety.
Solution Approach 2:
The patent calculates the front train's movement during the rear train's response time in advance, allowing the movement authority to account for this predetermined distance. This preliminary calculation of the front train's position change enables the rear train to start braking later, effectively reducing the required tracking distance.
3Device complexity
If the front train is assumed as a stationary obstacle, then safety margin calculation is simple, but unnecessary emergency braking occurs
Solution Approach 1:
The patent replaces the static safety margin approach with a dynamic safety assessment that considers the front train's actual movement. By calculating the front train's distance traveled during the rear train's response time and incorporating this into the movement authority, the system avoids false emergency braking triggers while maintaining genuine safety.
Solution Approach 2:
The patent changes the parameters used in safety margin calculation from static values to dynamic values that reflect actual train operations. The movement authority now includes the front train's speed, acceleration, and response time parameters, allowing the safety margin to adapt to real-world operating conditions and reduce unnecessary emergency braking.
Data Source
AI summary
The present invention provides a method and apparatus for generating a movement authority for a train, an ATP and a ZC. The method comprises: acquiring a first distance between a first train and a second train; acquiring, according to the speed information of the second train, a response time required by the second train for running across the first distance; acquiring, according to the speed information of the first train, a second distance across which the first train runs within the response time; and generating a movement authority for the second train according to the first distance, the second distance and a preset safety margin. When the movement authority for the second train is calculated, the actual movement state of the first train is considered, and the first train is no longer set as a stationary obstacle, so that the movement authority is prolonged, the tracking distance may be shortened, the operation efficiency of a line is improved, and the dispatching interval may be shortened to reduce the operation pressure at rush hours.