CN110843861B - Mobile authorization determination method and device based on vehicle-to-vehicle communication - Google Patents
Mobile authorization determination method and device based on vehicle-to-vehicle communication Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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Abstract
The embodiment of the invention discloses a method and a device for determining mobile authorization based on vehicle-to-vehicle communication, wherein the method comprises the following steps: identifying a danger source in the running process of the train based on a train-to-train communication mode; determining a movement authorization related point of the train according to a danger source in the running process of the train; determining the position of the mobile authorization related point; and determining the related point closest to the train from the mobile authorization related points as the mobile authorization terminal of the train according to the position of the mobile authorization related point. Compared with the processing mode of traversing and searching feasible points forwards by a vehicle body in the technology, the mobile authorization determining method based on vehicle-to-vehicle communication optimizes the logic calculation process, enables the determining process of the mobile authorization terminal point to be simpler and more flexible, and improves the program operation efficiency.
Description
Technical Field
The invention relates to the technical field of train control, in particular to a method and a device for determining mobile authorization based on vehicle-to-vehicle communication.
Background
With the development of rail transit in China, a Train control system CBTC (communication Based Train control) Based on wireless communication gradually becomes the development trend of urban rail transit control systems in China. The CBTC system adopts high-precision train positioning and continuous train-ground two-way communication modes, so that the driving efficiency is greatly improved.
The movement authorization ma (movement authorization) means that a train is authorized to enter and pass through a specific track section according to a given running direction. A mobile authorization is issued and supervised by the ZC before each communication cycle, and the CC performs the mobile authorization to maintain a safe train spacing and provide protection through the CI.
At present, when the mobile authorization calculation is carried out, the adopted calculation method is as follows: the feasible points are searched by traversing the vehicle body forwards based on vehicle-vehicle communication, and the method has the defects of complex calculation and low efficiency.
Disclosure of Invention
Because the existing method has the problems, the embodiment of the invention provides a method and a device for determining the mobile authorization based on vehicle-to-vehicle communication.
In a first aspect, an embodiment of the present invention provides a method for determining a mobile authorization based on vehicle-to-vehicle communication, including:
identifying a danger source in the running process of the train based on a train-to-train communication mode;
determining a movement authorization related point of the train according to a danger source in the running process of the train;
determining the position of the mobile authorization related point;
and determining the related point closest to the train from the mobile authorization related points as the mobile authorization terminal of the train according to the position of the mobile authorization related point.
Further, the hazard source includes: switches at the front of the train where the actual state and the desired state are inconsistent, trains existing in front of the train, end of path of the train, and MA maximum range point.
Further, the determining a movement authorization related point of the train according to the hazard source in the running process of the train specifically includes:
and determining the movement authorization related points of the train as a turnout protection point, a front train protection point, a path locking terminal point and an MA maximum range point according to the turnout in front of the train, the train in front of the train, the path terminal point of the train and the MA maximum range point, wherein the turnout is in inconsistency between the actual state and the expected state.
Further, the determining the location of the mobile authorization related point specifically includes: determining the position of a turnout protection point;
wherein, confirm the position of switch guard point, specifically include:
inquiring turnout information in a path range according to information sent by ground equipment OC;
judging whether the expected state of the turnout is positioning or reverse according to an operation plan sequence issued by the ITS;
when the actual state of the turnout is inconsistent with the expected state of the train, the turnout needs to be protected;
when a turnout exists in a turnout protection range in front of a train path, determining a protection point of the turnout outside a closest locking path range for a vehicle as a turnout protection point, wherein the distance between the turnout protection point and the head of the train is the sum of the intrusion distance of the turnout point position towards the vehicle direction and the maximum backward sliding distance of a front vehicle.
Further, the determining the location of the mobile authorization related point specifically includes: determining the position of a front vehicle protection point;
wherein, confirm the position of preceding car guard point, specifically include:
in the front vehicle identification range of the vehicle, according to the train information sent by the ground equipment OC, the position and the direction of the train which is in front of the vehicle and is closest to the vehicle are inquired, the train is determined as the front vehicle, and if the vehicle and the front vehicle are in the same direction, the train deviates a first preset protection distance towards the vehicle direction according to the minimum safety vehicle tail position of the front vehicle; and if the vehicle is opposite to the front vehicle, shifting a second preset protection distance to the direction of the vehicle according to the maximum safe vehicle head position of the front vehicle.
Further, the determining the location of the mobile authorization related point specifically includes: determining the position of a path locking end point;
the determining the position of the path locking end point specifically comprises the following steps:
searching the end point of a path according to an operation plan sequence and a path locking maximum range issued by an ITS, finding a section where a train is located in the plan sequence, then sequentially traversing forwards, calculating a link where the minimum safe tail of the train is located as a starting point of the path, sequentially traversing adjacent links along the train operation direction, when a turnout section is encountered, forwardly searching the adjacent section according to the actual state of the turnout, comparing the traversed link sequence with the operation plan sequence issued by the ITS, if the traversed link sequence is inconsistent with the operation plan issued by the ITS, traversing to the turnout area, if the actual state of the turnout is inconsistent with the operation plan issued by the ITS, terminating traversal, and the path locking end point is the section ahead the turnout; if the accumulated length reaches the maximum range of path locking, the traversal is also terminated;
and taking the traversed link sequence as a train path, and taking the end point of the link sequence as a train path locking end point.
Further, the determining the location of the mobile authorization related point specifically includes: determining the position of the MA maximum range point;
wherein, determining the position of the MA maximum range point specifically comprises:
and according to the minimum safe train tail of the train, deviating along the train running direction to ensure the MA length of the train running at the highest speed limit, and obtaining the position of the MA maximum range point.
Further, according to the position of the mobile authorization related point, determining a related point closest to the train from the mobile authorization related points as a mobile authorization terminal of the train, specifically comprising:
determining that the distance between the MA maximum range point and the train head is L1, the distance between the path locking end point and the train head is L2, the distance between the turnout protection point and the train head is L3, and the distance between the front train protection point and the train head is L4;
determining the MA maximum range point as the movement authorization terminal point of the train, comparing the sizes of L1 and L2, if L2 is less than L1, changing the movement authorization point of the train as the path locking terminal point, otherwise, keeping the movement authorization point unchanged; then comparing the sizes of L2 and L3, if L3< L2, changing the moving authorization point of the train to be a turnout protection point, otherwise, keeping the moving authorization point unchanged; and finally, comparing the sizes of the L3 and the L4, if the L4 is less than the L3, changing the moving authorization point of the train to be a front train protection point, and otherwise, not changing the moving authorization point.
Further, the method for determining the mobile authorization based on the car-to-car communication further comprises the following steps: and determining the minimum safe train tail as the moving authorization starting point of the train.
In a second aspect, an embodiment of the present invention provides a mobile authorization determining apparatus based on vehicle-to-vehicle communication, including:
the identification module is used for identifying a danger source in the running process of the train based on a train-to-train communication mode;
the first determining module is used for determining a movement authorization related point of the train according to a danger source in the running process of the train;
a second determining module, configured to determine a location of the mobile authorization related point;
and the third determining module is used for determining a related point closest to the train from the mobile authorization related points as a mobile authorization terminal of the train according to the position of the mobile authorization related point.
According to the technical scheme, the method and the device for determining the movement authorization based on the vehicle-to-vehicle communication identify the dangerous source in the running process of the train based on the vehicle-to-vehicle communication mode, then determine the movement authorization related points of the train according to the dangerous source in the running process of the train, and finally determine the related point closest to the train from the movement authorization related points as the movement authorization terminal point of the train according to the position of the movement authorization related points. Therefore, the embodiment of the invention firstly determines the mobile authorization related points based on vehicle-vehicle communication, and then determines the mobile authorization terminal point based on the mobile authorization related points by adopting a mobile authorization related point sequencing method. In addition, compared with the method that the ground ZC equipment calculates the mobile authorization according to the route and then sends the mobile authorization to the vehicle-mounted equipment in the traditional CBTC system, the vehicle-mounted equipment directly acquires the line information, identifies the hazard source, reduces the communication delay among the equipment and improves the operation efficiency.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a flowchart of a method for determining a mobile authorization based on car-to-car communication according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of the location of the MA maximum range point provided by an embodiment of the present invention;
FIG. 3 is a schematic diagram of the location of a path lock end point provided by an embodiment of the present invention;
FIG. 4 is a schematic diagram of the location of the switch points provided by one embodiment of the present invention;
FIG. 5 is a schematic view of a front vehicle protection point according to an embodiment of the present invention;
fig. 6 is a schematic structural diagram of a mobile authorization determination device based on vehicle-to-vehicle communication according to an embodiment of the present invention.
Detailed Description
The following further describes embodiments of the present invention with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.
It should be noted that the train control system based on train-to-vehicle communication breaks through the train operation control theory of the traditional centralized zone controller, and establishes a brand new system control model taking train autonomous control as a core. And the vehicle-to-vehicle ITP system for vehicle-to-vehicle communication autonomously performs path planning, path locking and front vehicle identification according to an operation plan issued by the ITS, turnout information and train information sent by the ground OC, and then calculates the movement authorization of the train. The embodiment of the invention provides a method for calculating mobile authorization based on a vehicle-vehicle communication system, namely a mobile authorization related point arrangement method, which is different from a method for calculating Mobile Authorization (MA) by ground equipment according to an access route in a traditional CBTC system. On one hand, the main innovation point of the embodiment of the invention is the innovation of the calculation method, based on the mobile authorization related point sorting method, and different from the method for searching feasible points by traversing the vehicle body forwards in the prior art. On the other hand, compared with the conventional CBTC, the conventional CBTC is a transmission of the ground ZC apparatus to the in-vehicle apparatus based on the route calculation. According to the method provided by the embodiment of the invention, the vehicle-mounted equipment directly acquires the line information, the hazard source is identified, the communication delay between the equipment is reduced, and the operation efficiency is improved. The following describes a method and an apparatus for determining a mobile authorization based on vehicle-to-vehicle communication according to an embodiment of the present invention in detail.
Fig. 1 is a flowchart illustrating a method for determining a mobile authorization based on vehicle-to-vehicle communication according to an embodiment of the present invention, and as shown in fig. 1, the method for determining a mobile authorization based on vehicle-to-vehicle communication according to an embodiment of the present invention specifically includes the following steps:
step 101: identifying a danger source in the running process of the train based on a train-to-train communication mode;
step 102: determining a movement authorization related point of the train according to a danger source in the running process of the train;
step 103: determining the position of the mobile authorization related point;
step 104: and determining the related point closest to the train from the mobile authorization related points as the mobile authorization terminal of the train according to the position of the mobile authorization related point.
In this embodiment, it should be noted that the train movement authorization starting point is generally the minimum train safety tail, and the determination of the movement authorization ending point is a difficult point. In this embodiment, when determining the mobile authorization endpoint, the following processing method is adopted:
firstly, determining mobile authorization related points, namely factor points influencing a mobile authorization calculation result, wherein the factor points comprise an MA maximum range point, a path locking terminal point, a turnout protection point and a front vehicle protection point. Then, the train is arranged from near to far along the train direction, and the nearest mobile authorization related point is determined as a mobile authorization terminal point.
In the embodiment, when determining the movement authorization related point, a method of determining the movement authorization related point according to a danger source in the train running process is adopted. Specifically, in a train-to-train communication system, a hazard source during train travel is identified: and generating a moving authorization related point according to the dangerous source which can influence the safety of the train.
In this embodiment, after determining the mobile authorization related points according to the hazard source, the position of each mobile authorization related point needs to be calculated. The determination of the MA maximum range point, the end point of the route, the switch guard point, and the location of the leading guard point will be described in detail below with reference to fig. 2 to 5.
Fig. 2 is a schematic diagram illustrating the location of the MA maximum range point according to an embodiment of the present invention. As shown in fig. 2, the location determination process for the MA maximum range point is as follows:
the MA maximum range point is obtained by offsetting the MA maximum range (MA length to ensure train operation at the highest speed limit, empirical value of 800 meters) in the train operation direction according to the train minimum safety train tail, as shown in MA1 in fig. 2.
Fig. 3 is a schematic diagram illustrating a position of a path lock end point according to an embodiment of the present invention. As shown in fig. 3, the position determination process of the path lock end point is as follows:
and searching the end point of the path according to the operation plan issued by the ITS and the maximum range (data configuration value, which can be configured in advance) of the path locking. The section where the train is located is found in the planning sequence, and then the train sequentially traverses forwards. And calculating the link where the minimum safety tail of the train is located as the starting point of the path, traversing the adjacent links in sequence along the running direction of the train, and searching the adjacent sections forwards according to the actual state (positioning or reversing) of the turnout when the turnout section is met. Comparing the traversed link sequence with an operation plan sequence issued by the ITS, if the traversed link sequence is inconsistent with the operation plan sequence issued by the ITS, the actual state of the turnout is inconsistent with the operation plan issued by the ITS when the turnout is traversed to the turnout area, the traversal is terminated, and the path end point is a section in front of the turnout; and terminating the traversal if the accumulated length reaches the maximum path locking range. And taking the traversed link sequence as a train path, wherein the end point of the link sequence is the train path locking end point.
Fig. 4 is a schematic diagram illustrating the location of the switch protection point according to an embodiment of the present invention. As shown in fig. 4, the location determination process of the switch protection point is as follows:
inquiring turnout information in a path range according to information sent by ground equipment OC; and judging whether the expected state of the turnout is positioning or reverse according to an operation plan sequence issued by the ITS. When the actual state of a certain switch is inconsistent with the expected state of a train, the switch needs to be protected. When there is a switch in the switch guard range in front of the train route (if there is a switch in this range, it is necessary to perform the arrangement of one guard distance), it is necessary to calculate the guard point of the switch outside the closest lock route range with respect to the vehicle: that is, the fork position is shifted in the direction of the vehicle by the sum of the intrusion distance (configuration value, which may be configured in advance) and the maximum backward sliding distance (configuration value, which may be configured in advance) of the preceding vehicle.
Fig. 5 is a schematic diagram illustrating a position of a front vehicle protection point according to an embodiment of the present invention. As shown in fig. 5, the position determination process of the leading vehicle guard point is as follows:
in the preceding vehicle recognition range (one arrangement distance, which may be configured in advance) of the host vehicle, the position and direction of the train closest to the host vehicle in front of the train are searched for based on the train information transmitted from the ground device OC, and the train is determined as the preceding vehicle. If the vehicle and the front vehicle are in the same direction, the vehicle deviates a certain protection distance towards the vehicle direction according to the minimum safety vehicle tail position of the front vehicle; if the host vehicle and the preceding vehicle are opposite, the host vehicle is shifted to the host vehicle direction by a certain protection distance according to the maximum safe head position of the preceding vehicle (for example, the protection distance when the two vehicles are opposite can be twice as long as when the two vehicles are opposite).
In this embodiment, it should be noted that, after obtaining the positions of the respective movement authorization related points, it is necessary to determine a related point closest to the train from the movement authorization related points as a movement authorization end point of the train. Wherein, the determination of the closest relative point to the train from the moving authorization relative points is that the moving authorization terminal point of the train can be calculated by using a bubbling method, and the distances of the relative points (MA maximum range point, path locking terminal point, turnout protection point and front train protection point) above the train head distance are respectively calculated: and setting the distance from the train to the MA maximum range point as L1, the distance from the train to the path locking terminal point as L2, the distance from the train to the turnout protection point as L3 and the distance from the train to the front train protection point as L4. For example, the mobile authorization terminal of the train is calculated by using a bubbling method: the default MA maximum range point is the movement authorization terminal point of the train, the sizes of L1 and L2 are compared, if L2 is smaller than L1, the movement authorization point of the train is changed to be the path locking terminal point, and if not, the movement authorization point is not changed; then comparing the sizes of L2 and L3, if L3< L2, changing the moving authorization point of the train to be a turnout protection point, otherwise, keeping the moving authorization point unchanged; and finally, comparing the sizes of the L3 and the L4, changing the movement authorization point of the train to be a front train protection point if the L4 is less than the L3, and finally determining the movement authorization terminal point of the train by adopting the method if the movement authorization point of the train is not changed.
It should be noted that the calculation of the mobile authorization destination is only performed within one duty cycle (typically 200ms) of the vehicle-mounted ITP, and the mobile authorization destination is calculated in each duty cycle, and the mobile authorization destination is constantly changed according to the condition change in front of the line, for example, it is normal to extend or shorten the calculation value relative to the previous cycle.
It should be noted that the core concept of the embodiment of the present invention is to determine the location information of the plurality of mobile authorization related points and the plurality of mobile authorization related points, and then determine the related point closest to the train from the plurality of mobile authorization related points as the mobile authorization destination of the train based on a mobile authorization related point sorting method.
According to the technical scheme, the method for determining the mobile authorization based on the vehicle-to-vehicle communication identifies the dangerous source in the running process of the train based on the vehicle-to-vehicle communication mode, then determines the relevant points of the mobile authorization of the train according to the dangerous source in the running process of the train, and finally determines the relevant points closest to the train from the relevant points of the mobile authorization as the terminal point of the mobile authorization of the train according to the positions of the relevant points of the mobile authorization. Therefore, the embodiment of the invention firstly determines the mobile authorization related points based on vehicle-vehicle communication, and then determines the mobile authorization terminal point based on the mobile authorization related points by adopting a mobile authorization related point sequencing method. In addition, compared with the method that the ground ZC equipment calculates the mobile authorization according to the route and then sends the mobile authorization to the vehicle-mounted equipment in the traditional CBTC system, the vehicle-mounted equipment directly acquires the line information, identifies the hazard source, reduces the communication delay among the equipment and improves the operation efficiency.
Based on the content of the foregoing embodiment, in this embodiment, the hazard source includes: switches at the front of the train where the actual state and the desired state are inconsistent, trains existing in front of the train, end of path of the train, and MA maximum range point.
Based on the content of the foregoing embodiment, in this embodiment, the step 102 determines the movement authorization related point of the train according to the hazard source in the running process of the train, and specifically includes:
and determining the movement authorization related points of the train as a turnout protection point, a front train protection point, a path locking terminal point and an MA maximum range point according to the turnout in front of the train, the train in front of the train, the path terminal point of the train and the MA maximum range point, wherein the turnout is in inconsistency between the actual state and the expected state.
Based on the content of the foregoing embodiment, in this embodiment, the step 103 of determining the location of the mobile authorization related point specifically includes: determining the position of a turnout protection point;
wherein, confirm the position of switch guard point, specifically include:
inquiring turnout information in a path range according to information sent by ground equipment OC;
judging whether the expected state of the turnout is positioning or reverse according to an operation plan sequence issued by the ITS;
when the actual state of the turnout is inconsistent with the expected state of the train, the turnout needs to be protected;
when a turnout exists in a turnout protection range in front of a train path, determining a protection point of the turnout outside a closest locking path range for a vehicle as a turnout protection point, wherein the distance between the turnout protection point and the head of the train is the sum of the intrusion distance of the turnout point position towards the vehicle direction and the maximum backward sliding distance of a front vehicle.
In this embodiment, the location of the switch points is shown schematically in fig. 4. Inquiring turnout information in a path range according to information sent by ground equipment OC; and judging whether the expected state of the turnout is positioning or reverse according to an operation plan sequence issued by the ITS. When the actual state of a certain switch is inconsistent with the expected state of a train, the switch needs to be protected. When there is a switch in the switch guard range in front of the train route (if there is a switch in this range, it is necessary to perform the arrangement of one guard distance), it is necessary to calculate the guard point of the switch outside the closest lock route range with respect to the vehicle: that is, the fork position is shifted in the direction of the vehicle by the sum of the intrusion distance (configuration value, which may be configured in advance) and the maximum backward sliding distance (configuration value, which may be configured in advance) of the preceding vehicle.
Based on the content of the foregoing embodiment, in this embodiment, the step 103 of determining the location of the mobile authorization related point specifically includes: determining the position of a front vehicle protection point;
wherein, confirm the position of preceding car guard point, specifically include:
in the front vehicle identification range of the vehicle, according to the train information sent by the ground equipment OC, the position and the direction of the train which is in front of the vehicle and is closest to the vehicle are inquired, the train is determined as the front vehicle, and if the vehicle and the front vehicle are in the same direction, the train deviates a first preset protection distance towards the vehicle direction according to the minimum safety vehicle tail position of the front vehicle; and if the vehicle is opposite to the front vehicle, shifting a second preset protection distance to the direction of the vehicle according to the maximum safe vehicle head position of the front vehicle.
In this embodiment, the position of the front vehicle protection point is shown in fig. 5. In the preceding vehicle recognition range (one arrangement distance, which may be configured in advance) of the host vehicle, the position and direction of the train closest to the host vehicle in front of the train are searched for based on the train information transmitted from the ground device OC, and the train is determined as the preceding vehicle. If the vehicle and the front vehicle are in the same direction, the vehicle deviates a certain protection distance towards the vehicle direction according to the minimum safety vehicle tail position of the front vehicle; if the host vehicle and the preceding vehicle are opposite, the host vehicle is shifted by a certain protection distance in the direction of the host vehicle according to the maximum safe head position of the preceding vehicle (for example, the second preset protection distance when the two vehicles are opposite may be twice the first preset protection distance when the two vehicles are in the same direction).
Based on the content of the foregoing embodiment, in this embodiment, the step 103 of determining the location of the mobile authorization related point specifically includes: determining the position of a path locking end point;
the determining the position of the path locking end point specifically comprises the following steps:
searching the end point of a path according to an operation plan sequence and a path locking maximum range issued by an ITS, finding a section where a train is located in the plan sequence, then sequentially traversing forwards, calculating a link where the minimum safe tail of the train is located as a starting point of the path, sequentially traversing adjacent links along the train operation direction, when a turnout section is encountered, forwardly searching the adjacent section according to the actual state of the turnout, comparing the traversed link sequence with the operation plan sequence issued by the ITS, if the traversed link sequence is inconsistent with the operation plan issued by the ITS, traversing to the turnout area, if the actual state of the turnout is inconsistent with the operation plan issued by the ITS, terminating traversal, and the path locking end point is the section ahead the turnout; if the accumulated length reaches the maximum range of path locking, the traversal is also terminated;
and taking the traversed link sequence as a train path, and taking the end point of the link sequence as a train path locking end point.
In the present embodiment, the position of the path lock end point is shown in fig. 3. And searching the end point of the path according to the operation plan issued by the ITS and the maximum range (data configuration value, which can be configured in advance) of the path locking. The section where the train is located is found in the planning sequence, and then the train sequentially traverses forwards. And calculating the link where the minimum safety tail of the train is located as the starting point of the path, traversing the adjacent links in sequence along the running direction of the train, and searching the adjacent sections forwards according to the actual state (positioning or reversing) of the turnout when the turnout section is met. Comparing the traversed link sequence with an operation plan sequence issued by the ITS, if the traversed link sequence is inconsistent with the operation plan sequence issued by the ITS, the actual state of the turnout is inconsistent with the operation plan issued by the ITS when the turnout is traversed to the turnout area, the traversal is terminated, and the path end point is a section in front of the turnout; and terminating the traversal if the accumulated length reaches the maximum path locking range. And taking the traversed link sequence as a train path, wherein the end point of the link sequence is the train path locking end point.
Based on the content of the foregoing embodiment, in this embodiment, the step 103 of determining the location of the mobile authorization related point specifically includes: determining the position of the MA maximum range point;
wherein, determining the position of the MA maximum range point specifically comprises:
and according to the minimum safe train tail of the train, deviating along the train running direction to ensure the MA length of the train running at the highest speed limit, and obtaining the position of the MA maximum range point.
In this embodiment, the position of the MA maximum range point is shown in fig. 2. And (4) deviating the MA maximum range (the MA length for ensuring the train to run at the highest speed limit) along the train running direction according to the train minimum safety train tail to obtain the MA maximum range point.
Based on the content of the foregoing embodiment, in this embodiment, the step 104 determines, according to the position of the movement authorization related point, a related point closest to the train from the movement authorization related points as a movement authorization end point of the train, and specifically includes:
determining that the distance between the MA maximum range point and the train head is L1, the distance between the path locking end point and the train head is L2, the distance between the turnout protection point and the train head is L3, and the distance between the front train protection point and the train head is L4;
determining the MA maximum range point as the movement authorization terminal point of the train, comparing the sizes of L1 and L2, if L2 is less than L1, changing the movement authorization point of the train as the path locking terminal point, otherwise, keeping the movement authorization point unchanged; then comparing the sizes of L2 and L3, if L3< L2, changing the moving authorization point of the train to be a turnout protection point, otherwise, keeping the moving authorization point unchanged; and finally, comparing the sizes of the L3 and the L4, if the L4 is less than the L3, changing the moving authorization point of the train to be a front train protection point, and otherwise, not changing the moving authorization point.
In this embodiment, a bubbling method is used to determine the movement authorization end point of the train, and the specific processing procedure is as follows: respectively calculating the distance of each relevant point (MA maximum range point, path locking terminal point, turnout protection point and front vehicle protection point) above the distance of the train head: and setting the distance from the train to the MA maximum range point as L1, the distance from the train to the path locking terminal point as L2, the distance from the train to the turnout protection point as L3 and the distance from the train to the front train protection point as L4. For example, the mobile authorization terminal of the train is calculated by using a bubbling method: the default MA maximum range point is the movement authorization terminal point of the train, the sizes of L1 and L2 are compared, if L2 is smaller than L1, the movement authorization point of the train is changed to be the path locking terminal point, and if not, the movement authorization point is not changed; then comparing the sizes of L2 and L3, if L3< L2, changing the moving authorization point of the train to be a turnout protection point, otherwise, keeping the moving authorization point unchanged; and finally, comparing the sizes of the L3 and the L4, changing the movement authorization point of the train to be a front train protection point if the L4 is less than the L3, and finally determining the movement authorization terminal point of the train by adopting the method if the movement authorization point of the train is not changed.
In this embodiment, it should be noted that although the bubble method is used to determine the movement authorization terminal of the train in this embodiment, this embodiment is not limited to this, and other methods may also be used to determine the relevant point closest to the train from the multiple movement authorization relevant points as the movement authorization terminal of the train as needed.
In addition, it should be particularly noted that the core concept of the embodiment of the present invention is to determine the location information of the plurality of mobile authorization related points and the plurality of mobile authorization related points, and then determine the related point closest to the train from the plurality of mobile authorization related points as the mobile authorization end point of the train, so it can be known that what processing method is specifically adopted to determine the related point closest to the train from the plurality of mobile authorization related points can be selected according to actual needs, but regardless of which processing method is selected, the processing logic for determining the related point closest to the train from the plurality of mobile authorization related points as the mobile authorization end point of the train is relatively simple, and therefore, which algorithm is specifically adopted does not affect the high efficiency of the mobile authorization determination method provided by the embodiment of the present invention, and of course, because of the advantages of the bubbling method itself in the sorting algorithm, the efficiency of the mobile authorization determination method provided by the embodiment of the invention is further improved.
Fig. 6 is a schematic structural diagram illustrating a mobile authorization determination device based on car-to-car communication according to an embodiment of the present invention. As shown in fig. 6, a mobile authorization determining apparatus based on vehicle-to-vehicle communication according to an embodiment of the present invention includes: an identification module 21, a first determination module 22, a second determination module 23 and a third determination module 24, wherein:
the identification module 21 is used for identifying a danger source in the running process of the train based on a train-to-train communication mode;
the first determining module 22 is used for determining a movement authorization related point of the train according to a danger source in the running process of the train;
a second determining module 23, configured to determine a location of the mobile authorization related point;
and a third determining module 24, configured to determine, according to the position of the relevant mobile authorization point, a relevant point closest to the train from the relevant mobile authorization points as a mobile authorization end point of the train.
Based on the content of the foregoing embodiment, in this embodiment, the hazard source includes: switches at the front of the train where the actual state and the desired state are inconsistent, trains existing in front of the train, end of path of the train, and MA maximum range point.
Based on the content of the foregoing embodiment, in this embodiment, the first determining module 22 is specifically configured to:
and determining the movement authorization related points of the train as a turnout protection point, a front train protection point, a path locking terminal point and an MA maximum range point according to the turnout in front of the train, the train in front of the train, the path terminal point of the train and the MA maximum range point, wherein the turnout is in inconsistency between the actual state and the expected state.
Based on the content of the foregoing embodiment, in this embodiment, the second determining module 23 is specifically configured to:
inquiring turnout information in a path range according to information sent by ground equipment OC;
judging whether the expected state of the turnout is positioning or reverse according to an operation plan sequence issued by the ITS;
when the actual state of the turnout is inconsistent with the expected state of the train, the turnout needs to be protected;
when a turnout exists in a turnout protection range in front of a train path, determining a protection point of the turnout outside a closest locking path range for a vehicle as a turnout protection point, wherein the distance between the turnout protection point and the head of the train is the sum of the intrusion distance of the turnout point position towards the vehicle direction and the maximum backward sliding distance of a front vehicle.
Based on the content of the foregoing embodiment, in this embodiment, the second determining module 23 is specifically configured to:
in the front vehicle identification range of the vehicle, according to the train information sent by the ground equipment OC, the position and the direction of the train which is in front of the vehicle and is closest to the vehicle are inquired, the train is determined as the front vehicle, and if the vehicle and the front vehicle are in the same direction, the train deviates a first preset protection distance towards the vehicle direction according to the minimum safety vehicle tail position of the front vehicle; and if the vehicle is opposite to the front vehicle, shifting a second preset protection distance to the direction of the vehicle according to the maximum safe vehicle head position of the front vehicle.
Based on the content of the foregoing embodiment, in this embodiment, the second determining module 23 is specifically configured to:
searching the end point of a path according to an operation plan sequence and a path locking maximum range issued by an ITS, finding a section where a train is located in the plan sequence, then sequentially traversing forwards, calculating a link where the minimum safe tail of the train is located as a starting point of the path, sequentially traversing adjacent links along the train operation direction, when a turnout section is encountered, forwardly searching the adjacent section according to the actual state of the turnout, comparing the traversed link sequence with the operation plan sequence issued by the ITS, if the traversed link sequence is inconsistent with the operation plan issued by the ITS, traversing to the turnout area, if the actual state of the turnout is inconsistent with the operation plan issued by the ITS, terminating traversal, and the path locking end point is the section ahead the turnout; if the accumulated length reaches the maximum range of path locking, the traversal is also terminated;
and taking the traversed link sequence as a train path, and taking the end point of the link sequence as a train path locking end point.
Based on the content of the foregoing embodiment, in this embodiment, the second determining module 23 is specifically configured to:
and according to the minimum safe train tail of the train, deviating along the train running direction to ensure the MA length of the train running at the highest speed limit, and obtaining the position of the MA maximum range point.
Based on the content of the foregoing embodiment, in this embodiment, the third determining module 24 is specifically configured to:
determining that the distance between the MA maximum range point and the train head is L1, the distance between the path locking end point and the train head is L2, the distance between the turnout protection point and the train head is L3, and the distance between the front train protection point and the train head is L4;
determining the MA maximum range point as the movement authorization terminal point of the train, comparing the sizes of L1 and L2, if L2 is less than L1, changing the movement authorization point of the train as the path locking terminal point, otherwise, keeping the movement authorization point unchanged; then comparing the sizes of L2 and L3, if L3< L2, changing the moving authorization point of the train to be a turnout protection point, otherwise, keeping the moving authorization point unchanged; and finally, comparing the sizes of the L3 and the L4, if the L4 is less than the L3, changing the moving authorization point of the train to be a front train protection point, and otherwise, not changing the moving authorization point.
Since the mobile authorization determining device based on vehicle-to-vehicle communication provided by the embodiment of the present invention can be used for executing the mobile authorization determining method based on vehicle-to-vehicle communication described in the above embodiment, the working principle and the beneficial effect are similar, so detailed descriptions are omitted here, and specific contents can be referred to the description of the above embodiment.
Moreover, in the present invention, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
Furthermore, in the present disclosure, reference to the description of the terms "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (9)
1. A mobile authorization determination method based on vehicle-to-vehicle communication is characterized by comprising the following steps:
identifying a danger source in the running process of the train based on a train-to-train communication mode; the hazard source includes: a turnout in front of the train, which is in a state different from the expected state, a train in front of the train, a route end point of the train and an MA maximum range point;
determining a movement authorization related point of the train according to a danger source in the running process of the train;
determining the position of the mobile authorization related point;
and determining the related point closest to the train from the mobile authorization related points as the mobile authorization terminal of the train according to the position of the mobile authorization related point.
2. The method for determining the train-to-vehicle communication-based mobile authorization according to claim 1, wherein the determining the relevant points of the train for the mobile authorization according to the danger source during the train running process specifically comprises:
and determining the movement authorization related points of the train as a turnout protection point, a front train protection point, a path locking terminal point and an MA maximum range point according to the turnout in front of the train, the train in front of the train, the path terminal point of the train and the MA maximum range point, wherein the turnout is in inconsistency between the actual state and the expected state.
3. The method for determining the mobile authorization based on the car-to-car communication according to claim 2, wherein the determining the position of the mobile authorization related point specifically comprises: determining the position of a turnout protection point;
wherein, confirm the position of switch guard point, specifically include:
inquiring turnout information in a path range according to information sent by ground equipment OC;
judging whether the expected state of the turnout is positioning or reverse according to an operation plan sequence issued by the ITS;
when the actual state of the turnout is inconsistent with the expected state of the train, the turnout needs to be protected;
when a turnout exists in a turnout protection range in front of a train path, determining a protection point of the turnout outside a closest locking path range for a vehicle as a turnout protection point, wherein the distance between the turnout protection point and the head of the train is the sum of the intrusion distance of the turnout point position towards the vehicle direction and the maximum backward sliding distance of a front vehicle.
4. The method for determining the mobile authorization based on the car-to-car communication according to claim 2, wherein the determining the position of the mobile authorization related point specifically comprises: determining the position of a front vehicle protection point;
wherein, confirm the position of preceding car guard point, specifically include:
in the front vehicle identification range of the vehicle, according to the train information sent by the ground equipment OC, the position and the direction of the train which is in front of the vehicle and is closest to the vehicle are inquired, the train is determined as the front vehicle, and if the vehicle and the front vehicle are in the same direction, the train deviates a first preset protection distance towards the vehicle direction according to the minimum safety vehicle tail position of the front vehicle; and if the vehicle is opposite to the front vehicle, shifting a second preset protection distance to the direction of the vehicle according to the maximum safe vehicle head position of the front vehicle.
5. The method for determining the mobile authorization based on the car-to-car communication according to claim 2, wherein the determining the position of the mobile authorization related point specifically comprises: determining the position of a path locking end point;
the determining the position of the path locking end point specifically comprises the following steps:
searching the end point of a path according to an operation plan sequence and a path locking maximum range issued by an ITS, finding a section where a train is located in the plan sequence, then sequentially traversing forwards, calculating a link where the minimum safe tail of the train is located as a starting point of the path, sequentially traversing adjacent links along the train operation direction, when a turnout section is encountered, forwardly searching the adjacent section according to the actual state of the turnout, comparing the traversed link sequence with the operation plan sequence issued by the ITS, if the traversed link sequence is inconsistent with the operation plan issued by the ITS, traversing to the turnout area, if the actual state of the turnout is inconsistent with the operation plan issued by the ITS, terminating traversal, and the path locking end point is the section ahead the turnout; if the accumulated length reaches the maximum range of path locking, the traversal is also terminated;
and taking the traversed link sequence as a train path, and taking the end point of the link sequence as a train path locking end point.
6. The method for determining the mobile authorization based on the car-to-car communication according to claim 2, wherein the determining the position of the mobile authorization related point specifically comprises: determining the position of the MA maximum range point;
wherein, determining the position of the MA maximum range point specifically comprises:
and according to the minimum safe train tail of the train, deviating along the train running direction to ensure the MA length of the train running at the highest speed limit, and obtaining the position of the MA maximum range point.
7. The method for determining the train-to-vehicle communication-based mobile authorization according to claim 2, wherein the step of determining a relevant point closest to the train from the mobile authorization relevant points as a train mobile authorization terminal point according to the position of the mobile authorization relevant points specifically comprises:
determining that the distance between the MA maximum range point and the train head is L1, the distance between the path locking end point and the train head is L2, the distance between the turnout protection point and the train head is L3, and the distance between the front train protection point and the train head is L4;
determining the MA maximum range point as the movement authorization terminal point of the train, comparing the sizes of L1 and L2, if L2 is less than L1, changing the movement authorization point of the train as the path locking terminal point, otherwise, keeping the movement authorization point unchanged; then comparing the sizes of L2 and L3, if L3< L2, changing the moving authorization point of the train to be a turnout protection point, otherwise, keeping the moving authorization point unchanged; and finally, comparing the sizes of the L3 and the L4, if the L4 is less than the L3, changing the moving authorization point of the train to be a front train protection point, and otherwise, not changing the moving authorization point.
8. The vehicle-to-vehicle communication-based mobile authorization determination method according to claim 1, characterized by further comprising:
and determining the minimum safe train tail as the moving authorization starting point of the train.
9. A vehicle-to-vehicle communication-based mobile authorization determination device, comprising:
the identification module is used for identifying a danger source in the running process of the train based on a train-to-train communication mode; the hazard source includes: a turnout in front of the train, which is in a state different from the expected state, a train in front of the train, a route end point of the train and an MA maximum range point;
the first determining module is used for determining a movement authorization related point of the train according to a danger source in the running process of the train;
a second determining module, configured to determine a location of the mobile authorization related point;
and the third determining module is used for determining a related point closest to the train from the mobile authorization related points as a mobile authorization terminal of the train according to the position of the mobile authorization related point.
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| CN112061180B (en) * | 2020-08-28 | 2022-07-19 | 交控科技股份有限公司 | Turnout side-impact protection method and system |
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