Patent Application
20250108844
The present disclosure relates to the field of train technologies, and more particularly, to a train control method and system based on a combined coordinate system, and a controller.
Currently, before each cyclic operation of a train control system (for example, an automatic train supervision (ATS) system), each of logic sections in a line corresponding to the system is divided into multiple independent coordinate systems based on a position of a turnout in the line. In the above solution, if a turnout is included in the logic section of each independent coordinate system, a position of the turnout needs to be fixed in the independent coordinate system. The position of the turnout may change during each cyclic operation of the system. Therefore, at the beginning of each cyclic operation, an independent coordinate system is re-established based on a current position of the turnout, which wastes cycle time of an application. In addition, in the related art, coordinate values of a communication vehicle in an independent coordinate system need to be calculated first, then coordinate values of a non-communication vehicle in the independent coordinate system are calculated, all train position information is ranked based on all of the above coordinate values, and then a preceding train and a rear train of a train are determined based on a ranking result.
In the above solution, the position of the turnout in the independent coordinate system is fixed, and only current coordinate values of each train in the independent coordinate system are considered during the ranking without considering a requirement of autonomous route planning for the train during traveling. In other words, during the autonomous route planning of the train, the position of the turnout in the line may change. However, in the above solution in the related art, the independent coordinate system corresponding to the position of the turnout cannot be automatically updated based on a change in an autonomously planned route. In this way, a finally obtained train ranking result is inaccurate.
Embodiments of the present disclosure provide a train control method and system based on a combined coordinate system and a controller, so as to resolve a problem such as an inaccurate train ranking result in the related art.
A train control method based on a combined coordinate system is provided. The train control method includes the following steps.
A target combined coordinate system corresponding to a planned train path is obtained. The target combined coordinate system includes multiple basic coordinate systems with boundary logic sections. Each of the basic coordinate systems forms a physical link relationship with another basic coordinate system of the basic coordinate systems through the boundary logic sections.
Position information of a train located in the planned train path sent by the train is obtained. Preceding train information of the preceding train preceding to the train is determined based on the position information and the physical link relationship between the basic coordinate systems.
A train control strategy is performed on the train based on the preceding train information.
A controller is provided. The controller is configured to perform the above train control method based on a combined coordinate system.
A train control system is provided. The train control system includes a controller connected to a vehicle on-board controller (VOBC) of a train. The controller is configured to perform the above train control method based on a combined coordinate system.
In the train control method and system based on a combined coordinate system, and the controller provided in the present disclosure, the method includes the following steps. The target combined coordinate system corresponding to the planned train path is obtained. The target combined coordinate system includes the multiple basic coordinate systems with the boundary logic sections. Each of the basic coordinate systems forms the physical link relationship with another basic coordinate system of the basic coordinate systems through the boundary logic section. The position information of a train located in the planned train path sent by the train is obtained. The preceding train information of the preceding train preceding to the train is determined based on the position information and the physical link relationship between the basic coordinate systems. The train control strategy is performed on the train based on the preceding train information.
In the present disclosure, the preceding train information of all trains in the planned train path may be accurately determined based on the physical link relationships between the basic coordinate systems in the target combined coordinate system and the position information of all of the trains in the train control system, then the train control strategy may be performed on the train based on the preceding train information, and a preset traveling route of the train may be autonomously planned based on the preceding train information, to improve efficiency of autonomous planning of a traveling route by the train.
To describe technical solutions of embodiments of the present disclosure more clearly, accompanying drawings required for describing the embodiments of the present disclosure are briefly described below. Apparently, the accompanying drawings in the following description merely show some embodiments of the present disclosure, and a person of ordinary skill in the art may still derive other accompanying drawings from the accompanying drawings without creative efforts.
The technical solutions in embodiments of the present disclosure are to be described clearly and completely with reference to the accompanying drawings in the embodiments of the present disclosure. Apparently, the described embodiments are some rather than all of the embodiments of the present disclosure. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present disclosure without creative efforts shall fall within the protection scope of the present disclosure.
In an embodiment, as shown in
S10: A target combined coordinate system corresponding to a planned train path is obtained. The target combined coordinate system includes multiple basic coordinate systems with boundary logic sections. Each of the basic coordinate systems forms a physical link relationship with another basic coordinate system of the basic coordinate systems through the boundary logic sections. In other words, in this embodiment, the target combined coordinate system is first constructed at a first start of and before a cyclic operation of a train control system (for example, an automatic train supervision (ATS) system). It may be understood that the target combined coordinate system includes an upward combined coordinate system and a downward combined coordinate system. The upward combined coordinate system includes all basic coordinate systems in an upward direction of the planned train path (all of the basic coordinate systems in the upward direction is associated with the upward direction). The downward combined coordinate system includes all basic coordinate systems in a downward direction of the planned train path (all of the basic coordinate systems in the downward direction is associated with the downward direction). Each of the boundary logic sections in the basic coordinate system includes a bulb line logic section, a turnout including logic section, or a terminal logic section in all logic sections in the planned train path. It may be understood that each basic coordinate system may further include an ordinary logic section. The ordinary logic section is another logic section in all of the logic sections in the planned train path other than the boundary logic sections. In other words, in each basic coordinate system, other than a first logic section and a last logic section, another logic section is the terminal logic section that does not include the turnout, does not have a bulb line attribute (which is not the bulb line logic section), and is not located at an end of the path. In addition, in the same basic coordinate system, each of the logic sections needs to be linked based on a traveling direction corresponding to the logic section. In an embodiment, all logic sections in a basic coordinate system in the upward direction are linked in sequence based on an upward link relationship of the planned train path. All logic sections in a basic coordinate system in the downward direction are linked in sequence based on a downward link relationship of the planned train path. The physical link relationship between the basic coordinate systems is constructed/formed based on the upward link relationship and the downward link relationship corresponding to the planned train paths corresponding to the boundary logic sections of each basic coordinate system.
In the present disclosure, the logic sections and the basic coordinate systems are linked based on the link relationship (including the upward link relationship and the downward link relationship) of the planned train path. In an embodiment, a logic section in the planned train path cannot be skipped to perform interval linking, nor can another logic section be inserted into the determined link relationship in the planned train path. Each logic section in the planned train path exists in the basic coordinate system. A logic section having the upward direction or the downward direction is not allowed to exist in two basic coordinate systems having the same traveling direction at the same time. In this way, the target combined coordinate system and each basic coordinate system thereof have uniqueness, and the preceding train information may be subsequently determined easily based on the target combined coordinate system.
It may be understood that each upward coordinate system includes at least one boundary logic section. In the present disclosure, if the basic coordinate system includes the ordinary logic section, the boundary logic section may be located at either end of the ordinary logic section as an initial boundary logic section or/and a terminal boundary logic section. However, each basic coordinate system may also have only one or two boundary logic sections and does not include the ordinary logic section. When only one boundary logic section exists in the basic coordinate system, the boundary logic section is both the initial boundary logic section and the terminal boundary logic section. When only two boundary logic sections linked to each other exist in the basic coordinate system, the two boundary logic sections are respectively the initial boundary logic section and the terminal boundary logic section. Further, a physical connection point between two logic sections in a basic coordinate system which have both a forward link relationship and a backward link relationship may be recorded as a common boundary line (for example, a point A in
A link relationship of all ordinary logic sections in each basic coordinate system is unique. In other words, the ordinary logic section cannot include the turnout. A turnout included in the boundary logic section cannot be located between the ordinary logic section and the boundary logic section, but should be located at an end of the boundary logic section away from the ordinary logic section. In an embodiment, a turnout tip cannot be seen from a perspective of any ordinary logic section inside the basic coordinate system toward the boundary logic section. It may be understood that the basic coordinate systems in the upward combined coordinate system and in the downward combined coordinate system described above are numbered separately, and each basic coordinate system and a corresponding traveling direction and a corresponding serial number are associatively stored in the upward combined coordinate system or the downward combined coordinate system.
In an embodiment, the basic coordinate system includes the upward coordinate system and the downward coordinate system. Further, as shown in
S101: All logic sections in the planned train path are obtained. In other words, the planned train path may be divided into multiple logic sections as required. In the present disclosure, a same logic section belongs to two different basic coordinate systems when correspondingly associated with the upward direction and the downward direction. In all basic coordinate systems corresponding to a same traveling direction (the upward direction or the downward direction), each logic section exists only in one of the basic coordinate systems. In other words, each logic section in the planned train path exists in the basic coordinate system, and a logic section having the upward direction or the downward direction is not allowed to exist in two basic coordinate systems with the same traveling direction at the same time.
S102: A bulb line logic section, a turnout including logic section, and a terminal logic section in all of the logic sections are recorded as the boundary logic sections. Another logic section in all of the logic sections other than the boundary logic sections is recorded as an ordinary logic section. In other words, the boundary logic sections in the basic coordinate system are the bulb line logic section, the turnout including logic section, and the terminal logic section of all of the logic sections in the planned train path. It may be understood that each basic coordinate system may further include an ordinary logic section. The ordinary logic section is another logic section in all of the logic sections in the planned train path other than the boundary logic sections. In other words, in each basic coordinate system, other than a first logic section and a last logic section, another logic section is the terminal logic section that does not include the turnout, does not have a bulb line attribute (which is not the bulb line logic section), and is not located at an end of the path.
S103: The upward coordinate system is determined based on an upward link relationship of the planned train path, each of the boundary logic sections, and the ordinary logic section. The downward coordinate system is determined based on a downward link relationship of the planned train path, each of boundary logic sections, and the ordinary logic section. In the same basic coordinate system, each of the logic sections needs to be linked based on a traveling direction correspondingly associated with the logic section. In other words, all logic sections in the basic coordinate system (that is, the upward coordinate system) in the upward direction are linked in sequence based on the upward link relationship of the planned train path. All logic sections in the basic coordinate system (that is, the downward coordinate system) in the downward direction are linked in sequence based on the downward link relationship of the planned train path. In this embodiment, the logic sections are linked based on the link relationship (including the upward link relationship and the downward link relationship) of the planned train path. In this way, each basic coordinate system has definite uniqueness, and the preceding train information may be subsequently determined easily based on the basic coordinate system.
In an embodiment, in step S103, the determining the upward coordinate system based on an upward link relationship of the planned train path, each of the boundary logic sections, and the ordinary logic section includes the following step. The upward coordinate system is determined based on the following upward coordinate system generation requirements. The upward coordinate system generation requirements are set as required. In this embodiment, the upward coordinate system generation requirements include but are not limited to the following requirements.
(1) All logic sections in each upward coordinate system are connected in sequence based on the upward link relationship. In other words, all logic sections in the basic coordinate system (that is, the upward coordinate system) in the upward direction are linked in sequence based on the upward link relationship of the planned train path.
(2) Each upward coordinate system includes at least one boundary logic section. In other words, if the upward coordinate system includes the ordinary logic section, the boundary logic section needs to be located at either end of the ordinary logic section as the initial boundary logic section or/and the terminal boundary logic section. However, each upward coordinate system may also have only one or two boundary logic sections and does not include the ordinary logic section. When only one boundary logic section exists in the upward coordinate system, the boundary logic section exists as both the initial boundary logic section and the terminal boundary logic section. When only two boundary logic sections linked to each other exist in the upward coordinate system, the two boundary logic sections exist respectively as the initial boundary logic section and the terminal boundary logic section.
(3) The ordinary logic section in each upward coordinate system needs to be located between the two boundary logic sections. In other words, if the basic coordinate system includes the ordinary logic section, the basic coordinate system needs to include both the boundary logic sections, and the ordinary logic section needs to be located between the initial boundary logic section and the terminal boundary logic section.
(4) An upward link relationship of all ordinary logic sections in each upward coordinate system is unique. It may be understood that, in each upward coordinate system, the ordinary logic section cannot include the turnout. A turnout included in the boundary logic section cannot be located between the ordinary logic section and the boundary logic section, but should be located at an end of the boundary logic section away from the ordinary logic section. In an embodiment, a turnout tip cannot be seen from a perspective of any ordinary logic section inside the upward coordinate system toward the boundary logic section.
In an embodiment, in step S103, the determining the downward coordinate system based on a downward link relationship of the planned train path, each of the boundary logic sections, and the ordinary logic section includes the following step. The downward coordinate system is determined based on the following downward coordinate system generation requirements. The downward coordinate system generation requirements are set as required. In an embodiment, the logic sections in each upward coordinate system of the upward combined coordinate system corresponding to the planned train path may be arranged/disposed in a reverse order (the traveling directions are opposite and the logic sections are the same). In this way, all the downward coordinate systems can be formed. In this embodiment, the downward coordinate system generation requirements include but are not limited to the following requirements.
(1) All logic sections in each downward coordinate system are connected in sequence based on the downward link relationship. In other words, all logic sections in the basic coordinate system (that is, the downward coordinate system) in the downward direction are linked in sequence based on the downward link relationship of the planned train path.
(2) Each downward coordinate system includes at least one boundary logic section. In other words, if the downward coordinate system includes the ordinary logic section, the boundary logic section needs to be located at either end of the ordinary logic section as the initial boundary logic section or/and the terminal boundary logic section. However, each downward coordinate system may also have only one or two boundary logic sections and does not include the ordinary logic section. When only one boundary logic section exists in the downward coordinate system, the boundary logic section exists as both the initial boundary logic section and the terminal boundary logic section. When only two boundary logic sections linked to each other exist in the downward coordinate system, the two boundary logic sections exist respectively as the initial boundary logic section and the terminal boundary logic section.
(3) The ordinary logic section in each downward coordinate system needs to be located between the two boundary logic sections. In other words, if the downward coordinate system includes the ordinary logic section, the downward coordinate system needs to include both the boundary logic sections, and the ordinary logic section needs to be located between the initial boundary logic section and the terminal boundary logic section.
(4) A downward link relationship of all ordinary logic sections in each downward coordinate system is unique. It may be understood that, in each downward coordinate system, the ordinary logic section cannot include the turnout. A turnout included in the boundary logic section cannot be located between the ordinary logic section and the boundary logic section, but should be located at an end of the boundary logic section away from the ordinary logic section. In an embodiment, a turnout tip cannot be seen from a perspective of any ordinary logic section inside the downward coordinate system toward the boundary logic section.
S104: An upward combined coordinate system is generated based on all upward coordinate systems. A downward combined coordinate system is generated based on all downward coordinate systems. In other words, the upward combined coordinate system is a set of all upward coordinate systems, and the downward combined coordinate system is a set of all downward coordinate systems. It may be understood that the basic coordinate systems (including the upward coordinate system and the downward coordinate system) in the upward combined coordinate system and in the downward combined coordinate system described above are numbered separately, and each basic coordinate system and a corresponding traveling direction and a corresponding serial number are associatively stored in the upward combined coordinate system or the downward combined coordinate system.
In an embodiment, the boundary logic section includes the initial boundary logic section and the terminal boundary logic section. The physical link relationship includes an upward physical link relationship. Further, in step S104, the generating an upward combined coordinate system based on all upward coordinate systems includes the following step.
An upward initial link coordinate system and an upward terminal link coordinate system of each upward coordinate system are obtained based on the upward link relationship of the planned train path. The upward initial link coordinate system refers to a previous basic coordinate system of the initial boundary logic section of the upward coordinate system in an upward direction, and the upward terminal link coordinate system refers to a next basic coordinate system of the terminal boundary logic section of the upward coordinate system in the upward direction. In other words, in the step, a controller of the train control system may search for a next basic coordinate system physically linked with each of the upward coordinate systems in the upward direction for the upward coordinate system. A process includes the following steps. First, a next logic section (multiple next logic sections may be provided) physically linked with the terminal boundary logic section of the upward coordinate system in the upward direction is searched for based on the upward link relationship. Then a basic coordinate system in which the next logic section is used as the initial boundary logic section is searched for (in the process, each of the basic coordinate systems needs to be searched for in the upward combined coordinate system and the downward combined coordinate system, because during searching in the traveling direction, if the bulb line logic section is skipped, the traveling direction needs to be changed, and a traveling direction for the search changes accordingly). Finally, the basic coordinate system that is found is determined as the upward terminal link coordinate system.
In the step, the controller of the train control system may further search for a previous basic coordinate system physically linked with each of the upward coordinate systems in the upward direction for the upward coordinate system. A process includes the following steps. First, a previous logic section (multiple previous logic sections may be provided) physically linked with the initial boundary logic section of the upward coordinate system in the upward direction is searched for based on the upward link relationship. Then a basic coordinate system in which the previous logic section is used as the terminal boundary logic section is searched for (in the process, each of the basic coordinate systems needs to be searched for in the upward combined coordinate system and the downward combined coordinate system, because during searching in the traveling direction, if the bulb line logic section is skipped, the traveling direction needs to be changed, and a traveling direction for the search changes accordingly). Finally, the basic coordinate system that is found is determined as the upward initial link coordinate system.
The upward initial link coordinate system and the upward terminal link coordinate system are recorded as the upward physical link relationship of the upward coordinate system corresponding to the upward initial link coordinate system and the upward terminal link coordinate system. The upward combined coordinate system is generated based on all upward coordinate systems and the upward physical link relationship corresponding to all of the upward coordinate systems. In other words, the upward coordinate system that is used as a to-be-searched object, the upward terminal link coordinate system that is found and related information thereof (for example, a traveling direction and a serial number corresponding to the upward terminal link coordinate system), and the upward initial link coordinate system that is found and related information thereof (for example, a traveling direction and a serial number corresponding to the upward terminal link coordinate system) are associatively stored. Then the upward physical link relationship of the upward coordinate system is generated. In addition, the upward combined coordinate system may be generated based on each of the upward coordinate systems and the upward physical link relationship corresponding to the upward coordinate systems.
In an embodiment, the boundary logic section includes the initial boundary logic section and the terminal boundary logic section. The physical link relationship includes a downward physical link relationship. Further, in step S104, the generating a downward combined coordinate system based on all downward coordinate systems includes the following step.
A downward initial link coordinate system and a downward terminal link coordinate system of each downward coordinate system are obtained based on the downward link relationship of the planned train path. The downward initial link coordinate system refers to a previous basic coordinate system of the initial boundary logic section of the downward coordinate system in a downward direction, and the downward terminal link coordinate system refers to a next basic coordinate system of the terminal boundary logic section of the downward coordinate system in the downward direction. In other words, in the step, a controller of the train control system may search for a next basic coordinate system physically linked with each of the downward coordinate systems in the downward direction for the downward coordinate system. A process includes the following steps. First, a next logic section (multiple next logic sections may be provided) physically linked with the terminal boundary logic section of the downward coordinate system in the downward direction is searched for based on the downward link relationship. Then a basic coordinate system in which the next logic section is used as the initial boundary logic section is searched for (in the process, each of the basic coordinate systems needs to be searched for in the upward combined coordinate system and the downward combined coordinate system, because during searching in the traveling direction, if the bulb line logic section is skipped, the traveling direction needs to be changed, and a traveling direction for the search changes accordingly). Finally, the basic coordinate system that is found is determined as the downward terminal link coordinate system.
In the step, the controller of the train control system may further search for a previous basic coordinate system physically linked with each of the downward coordinate systems in the downward direction for the downward coordinate system. A process includes the following steps. First, a previous logic section (multiple previous logic sections may be provided) physically linked with the initial boundary logic section of the downward coordinate system in the downward direction is searched for based on the downward link relationship. Then a basic coordinate system in which the previous logic section is used as the terminal boundary logic section is searched for (in the process, each of the basic coordinate systems needs to be searched for in the upward combined coordinate system and the downward combined coordinate system, because during searching in the traveling direction, if the bulb line logic section is skipped, the traveling direction needs to be changed, and a traveling direction for the search changes accordingly). Finally, the basic coordinate system that is found is determined as the downward initial link coordinate system.
The downward initial link coordinate system and the downward terminal link coordinate system are recorded as the downward physical link relationship of the downward coordinate system corresponding to the downward initial link coordinate system and the downward terminal link coordinate system. The downward combined coordinate system is generated based on all downward coordinate systems and the downward physical link relationship corresponding to all of the downward coordinate systems. In other words, the downward coordinate system that is used as a to-be-searched object, the downward terminal link coordinate system that is found and related information thereof (for example, a traveling direction and a serial number corresponding to the downward terminal link coordinate system), and the downward initial link coordinate system that is found and related information thereof (for example, a traveling direction and a serial number corresponding to the downward terminal link coordinate system) are associatively stored. Then the downward physical link relationship of the downward coordinate system is generated. In addition, the downward combined coordinate system may be generated based on all downward coordinate systems and the downward physical link relationship corresponding to all of the downward coordinate systems.
S105: The target combined coordinate system is generated based on the upward combined coordinate system and the downward combined coordinate system. In other words, the target combined coordinate system is a set of basic coordinate systems classified as the upward combined coordinate system and the downward combined coordinate system.
Based on the above, the basic coordinate system, the target combined coordinate system, and the above physical link relationship (each G in
As shown in
A downward combined coordinate system is established based on a downward direction of a planned train path shown in
The physical link relationships among all basic coordinate systems in the planned train path include the following:
As shown in
A downward combined coordinate system is established based on a downward direction of a planned train path shown in
The physical link relationships among all basic coordinate systems in the planned train path include the following:
As shown in
An upward combined coordinate system is established based on an upward direction of a planned train path shown in
An upward combined coordinate system is established based on a downward direction of the planned train path shown in
S20: Position information of the train sent by the train located in the planned train path is obtained. Preceding train information of a preceding train preceding the train is determined based on the position information and the physical link relationship between the basic coordinate systems. It should be noted that the above step S10 in this embodiment is performed before a first start of a cyclic operation of the train control system associated with the planned train path, and step S20 is performed after the first start of cyclic operation of the train control system associated with the planned train path.
In an embodiment, in step S20, the obtaining position information sent by a train located in the planned train path includes the following step.
Position information of each train sent by each of the trains located in the planned train path through a vehicle on-board controller (VOBC) is obtained. In an embodiment, the position information includes but is not limited to the following information: a first logic section of a maximum safe front end of the train in the planned train path, a first offset of the maximum safe front end in the first logic section, and a traveling direction of the train. An offset in a logic section of a coordinate point in the logic section refers to a distance between the coordinate point and a starting point of the logic section in the upward direction, and the first offset and a second offset mentioned later are both determined based on the rule; for example, a point A in
S30: A train control strategy is performed on the train based on the preceding train information. Determining the preceding train information of the train may be used for optimizing competition efficiency and utilization efficiency of trackside resources in front of the train, and optimizing a traveling speed of the train. In an embodiment, step S30, that is, the performing a train control strategy on the train based on the preceding train information includes the following step. A preset traveling route and/or a traveling speed of the train is adjusted based on the preceding train information of the train. In other words, the train control strategy performed on the train based on the preceding train information may be achieving autonomous planning of a preset traveling route by the train through a train autonomous circumambulation system (TACS), for example, adjusting the preset traveling route of the train to improve efficiency of the autonomous planning of the traveling route by the train. In an embodiment, the train control strategy may also be controlling the traveling speed of the train based on the preceding train information, to reduce unnecessary acceleration and deceleration processes during operation of the train, thereby saving energy, increasing train endurance, improving efficiency of applying to use the trackside resources (such as a turnout and a turnaround track) by the train, improving operating efficiency, increasing a passenger capacity, and reducing line operating costs. It may be understood that when the preceding train information is that no preceding train exists, the train maintains high-speed traveling for a longer time, a passenger experiences a shorter riding time, and the passenger is less likely to feel tired during riding. When the preceding train information is searching for one or more preceding trains, the train needs to perform vehicle-to-vehicle communication with the preceding train, to obtain usage of trackside resources in an area where the preceding train is located, operating route information of the preceding train, and the like. Then through the obtained information, the traveling route is reasonably planned, competition for the trackside resources is optimized, and a probability of a deadlock during the competition for the trackside resources by the train is reduced. In an embodiment, when a new train operating route cannot be planned, a stopping time may be appropriately extended at a platform, or an interval running speed of the train may be reduced, and an interval stopping time may be extended, to reduce intensity of competition for front trackside resources.
It may be understood that, in the case of a crash of the train control system, the present disclosure may further continuously operate normally based on the target combined coordinate system and the preceding train information through another subsystem (for example, the TACS based on vehicle-to-vehicle communication). It may be understood that, if a communication interruption between a train and the train control system is detected, the train control system may calculate, based on latest position information and a running speed reported by the train with the communication interruption, a position area where the train may exist, and set the area as a prohibited area. In this way, before the train with the communication interruption leaves the area, another communication train does not enter the area. Therefore, safety may be ensured. In addition, another communication train may try to get in touch with the train with the communication interruption in a control area by releasing a long-wave radio signal or an on-board flying robot.
In the present disclosure, the train control system (for example, the ATS system) may establish the target combined coordinate system corresponding to the planned train path before the first start of cyclic operation, and then determines the preceding train information of the train directly through the target combined coordinate system during each cyclic operation. Compared with the related art, the coordinate system does not need to be re-established based on a current position of the turnout before each cyclic operation of the train control system, which shortens the operation cycle, and improves the operation efficiency. In addition, in the present disclosure, the preceding train information of each of the trains in the planned train path may be accurately determined based on the physical link relationship between the basic coordinate systems in the target combined coordinate system and the position information of each of the trains. Then the train control strategy is performed on the train based on the preceding train information, and the autonomous planning of the preset traveling route by the train may be performed based on the preceding train information, to improve the efficiency of the autonomous planning of the traveling route by the train. Performing the train control strategy based on the preceding train information may further reduce unnecessary acceleration and deceleration processes during the train operation, thereby saving the energy, increasing the train endurance, improving the efficiency of applying to use the trackside resources (such as a turnout and a turnaround track) by the train, improving the operating efficiency, increasing the passenger capacity, and reducing the line operating costs. Even in the case of the crash of the train control system, the train may further continuously operate normally based on the target combined coordinate system and the preceding train information through another subsystem (for example, the TACS based on vehicle-to-vehicle communication). In the above embodiment, distance ranking does not need to be performed on all trains in the planned train path in the target combined coordinate system (a distance refers to an offset of the train from an origin point or a reference point of the coordinate system). In addition, the above target combined coordinate system is created at a first start of the train control system. Therefore, the coordinate system does not need to be re-established during the cyclic operation of the train control system, which significantly simplifies an amount of calculation, shortens the operation cycle, and reduces a system load. Moreover, the target combined coordinate system in the present disclosure is in a two-dimensional shape, and serves as a better reference compared to a solution in which each coordinate system is used as a one-dimensional line segment (a turnout position in an independent coordinate system is fixed, and therefore each independent coordinate system is a one-dimensional line segment without a bifurcation, but a bifurcation may be formed between the basic coordinate systems in the target combined coordinate system in the present disclosure through the turnout, and therefore is in the two-dimensional shape).
In an embodiment, as shown in
S201: The upward combined coordinate system or the downward combined coordinate system matching the traveling direction of the train is determined as a matching combined coordinate system of the train. In other words, when the controller of the train control system determines preceding train information for a train that has successfully registered, a traveling direction of the train needs to be determined, and then it is determined based on the traveling direction in position information of the train whether step S202 is performed in the upward combined coordinate system or the downward combined coordinate system (the upward combined coordinate system or the downward combined coordinate system with the corresponding traveling direction being consistent with the traveling direction of the train is the matching combined coordinate system).
S202: A basic coordinate system where the first logic section corresponding to the train is located in the matching combined coordinate system is recorded as a current coordinate system of the train. In other words, in the matching combined coordinate system, a basic coordinate system where the logic section where the maximum safe front end of the train is located is located is recorded as a current coordinate system of the train.
S203: A search range of the train is determined based on position information of the current coordinate system and a physical link relationship of the current coordinate system. In other words, in the step, the search range may be determined based on a traveling direction, a first offset, the physical link relationship, and the like in the position relationship of the current coordinate system.
S204: Searching is performed within the search range to determine the preceding train information of the train. In other words, within the above search range, the searching is performed based a distance from the train, from the nearest to the furthest, until each piece of the preceding train information is determined, and then the searching is stopped. In this embodiment, the preceding train information may be accurately determined through the position information sent by the train and the physical link relationship between the basic coordinate systems, thereby guiding the execution of the train control strategy.
In an embodiment, the search range includes a first search range. Further, step S203, that is, the determining a search range of the train based on position information of the current coordinate system and a physical link relationship of the current coordinate system includes the following steps.
When a difference between a length of the current coordinate system and the first offset is less than a preset search length, a linking basic coordinate system of the current coordinate system in the traveling direction is determined based on the physical link relationship of the current coordinate system. At least one linking basic coordinate system is provided. In other words, if a distance between a front of the maximum safe front end of the train as the to-be-searched object in a running direction and a terminal boundary point of the current coordinate system in which the train is located (that is, the difference between the length of the current coordinate system and the first offset) is less than the preset search length, after a final search for the current coordinate system is completed, the searching needs to be continuously performed on the linking basic coordinate system linked to the current coordinate system in the current traveling direction.
In the current coordinate system and the linking basic coordinate system, a first search area is determined which extends from the maximum safe front end of the train by the preset search length in the traveling direction, and a logic section that at least partially overlaps the first search area recorded as the first search range of the train. In other words, in this embodiment, an area which extends from the maximum safe front end of the train by the preset search length in the traveling direction of the train is the first search area. It may be understood that the first search range includes two connected logic sections respectively located in the current coordinate system and the linking basic coordinate system. In this embodiment, the above manner of determining the first search range may further ensure accuracy of determining the preceding train information of the train.
Further, in step S204, that is, the performing searching within the search range to determine the preceding train information of the train includes the following steps.
It is determined whether another train exists in the first search range when the first search area does not include the turnout. In other words, in this embodiment, when the first search area does not include the turnout, it indicates that only one linking basic coordinate system is linked to the current coordinate system, and therefore, only one train search route exists. Therefore, determining whether another train exists in the first search range means searching in the logic sections within the first search range in sequence in the traveling direction of the train. Each time a logic section is found, it is determined whether the logic section is within a logic section range where another train that has completed registration in the train control system is currently located. The logic section range is determined through position information of another train received by the train control system. For example, the logic section range may include a first logic section (a logic section where a maximum safe front end of another train is located in the planned train path) and a second logic section (a logic section where a minimum safe rear end of another train is located in the planned train path) corresponding to another train, and a logic section between the first logic section and the second logic section.
When no other trains exists in the first search range, it is determined that a search result for the train is that the train currently has no preceding train. In other words, if the logic section that is found is not within a logic section range where another train is located, it indicates that no preceding train exists within the logic section. In this case, searching is performed on a next logic section in the first search range. If the logic section that is found is within the logic section range where another train is located, it represents/indicates that another train is the preceding train of the train to be searched. It may be understood that, when no preceding train exists in each of the logic sections in the first search range, it is determined that the search result for the train is that the train currently has no preceding train.
It is determined that the search result for the train is that the train currently has a preceding train and the preceding train is at a smallest distance from the maximum safe front end of the train among at least one another train exists in the first search range. In other words, in this embodiment, if the logic sections in the first search range are searched in sequence, and another train exists in at least one of the logic sections, since the first search area in this embodiment does not include the turnout, it indicates that only one linking basic coordinate system is linked to the current coordinate system. Therefore, only one train search route exists. Therefore, another train in a first logic section that is first found is the preceding train of the train. In other words, the preceding train is at the smallest distance from the maximum safe front end of the train among the other trains that are found.
Further, as shown in
S2041: A first turnout encountered by the train in the traveling direction of the train is determined as a target turnout when the first search area includes at least one turnout. Each of logic sections located before the target turnout in the first search range is recorded as a first search section. In other words, in this embodiment, when the first search area includes the turnout, it indicates that multiple linking basic coordinate systems may be linked to the current coordinate system. Therefore, multiple train search routes may exist. In this embodiment, a first turnout that is encountered is determined as the target turnout. If it needs to be determined whether another train exists in the first search range, searching needs to be performed on a common area of the train search routes in the traveling direction of the train (the train search routes overlap in an area before the target turnout, and therefore the area is the common area, and the common area is the first search section).
It may be understood that, in the present disclosure, in an application scenario in which a possibility that multiple turnouts exist in the same search area is relatively low, to reduce an amount of calculation, increase a calculation speed, and reduce a system load, in an embodiment, only the first turnout may be used as the target turnout, another turnout in the first search area is not used as the target turnout for searching, and a basic coordinate system to which another turnout is currently linked in position is directly used as the linking basic coordinate system, and searching is not performed on other basic coordinate systems that are not linked in position. This embodiment facilitates program simplification, reduces a probability of a program error, and facilitates implementation. In another embodiment, to ensure further accuracy of the preceding train information, another turnout located after the first turnout existing in the first search area may also be searched as a next target turnout. For details, reference is made to step S2041 and subsequent steps in this embodiment. Details are not described herein again.
S2042: It is determined whether another train exists in the first search section. It may be understood that searching is performed on the logic sections of the first search section in sequence. Each time a logic section is found, it is determined whether the logic section is within a logic section range where another train that has completed registration in the train control system is currently located.
S2043: It is determined that a search result for the train is that the train currently has a preceding train and the preceding train is at a smallest distance from the maximum safe front end of the train among at least one another train exists in the first search section. In other words, in this embodiment, if the logic sections in the first search section are searched in sequence, and another train exists in at least one of the logic sections, it indicates that the preceding train may have been found in the first search section. Therefore, in this embodiment, the preceding train can be determined without the need to perform searching in each train search route after the target turnout. The preceding train is a train at the smallest distance from the maximum safe front end of the train among the other trains that are found in the first search section.
Further, as shown in
S2044: It is determined whether another train exists in a second search section when no other trains exists in the first search section. The second search section includes logic sections in at least two linking basic coordinate systems corresponding to the target turnout in the first search range. In other words, when the first search area includes a turnout, the first turnout that is encountered is determined as the target turnout. If the preceding train is not found first in a common area (that is, the first search section) of the train search routes in the traveling direction of the train, the second search section is to be searched. The second search section is an area corresponding to a different train search route after the target turnout. In this case, the logic sections in the at least two linking basic coordinate systems corresponding to the target turnout in the first search range are both second search sections, regardless of whether the above linking basic coordinate systems are linked to the target turnout in position, to improve the accuracy of the preceding train information. It may be understood that searching is performed on the logic sections in the second search section in sequence based on the traveling direction. Each time a logic section is found, it is determined whether the logic section is within a logic section range where another train that has completed registration in the train control system is currently located. Then it is determined accordingly whether another train exists in the second search section.
S2045: It is determined that the search result for the train is that the train currently has no preceding train when no other trains exists in the second search section. In other words, when no other trains exists in both the first search section and the second search section of the first search area, it indicates that the train currently has no preceding train.
S2046: It is determined that the search result for the train is that the train currently has a preceding train and the preceding train is the only another train that is found when another train exists in the second search section. In other words, when no other trains exists in the first search section of the first search area, and the only another train exists in the second search section, it indicates that the only another train that is found is the preceding train.
Further, as shown in
S2047: It is determined, when at least two other trains exist in the second search section, whether the at least two other trains that are found are both located in a same linking basic coordinate system. In other words, when no other trains exists in the first search section of the first search area, and at least two other trains exists in the second search section, it indicates that one or more preceding trains may exist in the other trains that are found, and it further needs to be determined whether the at least two other trains that are found are both located in the same linking basic coordinate system.
S2048: It is determined that the search result for the train is that the train currently has a preceding train and the preceding train is at the smallest distance from the maximum safe front end of the train among the at least two other trains that are found are both located in the same linking basic coordinate system. In other words, when the at least two other trains that are found are both located in the same linking basic coordinate system, it indicates that the other trains exist in only one linking basic coordinate system. In this case, only one preceding train exists, and the preceding train is a train at the smallest distance from the maximum safe front end of the train among the other trains that are found.
S2049: It is determined that the search result for the train is that the train has at least two preceding trains and a train at the smallest distance from the maximum safe front end of the train among the trains found in each of the linking basic coordinate systems is the preceding train, when the at least two other trains that are found are respectively located in the at least two linking basic coordinate systems. In other words, when the at least two other trains that are found are respectively located in the at least two linking basic coordinate systems, it indicates that the other trains exist in the at least two linking basic coordinate systems. In this case, at least two preceding trains exist, and a preceding train exists in each of the linking basic coordinate systems where the other trains exist. The preceding train is a train at the smallest distance from the maximum safe front end of the train among the other trains that are found in each linking basic coordinate system.
In an embodiment, the search range includes a second search range. Further, step S203, that is, the determining a search range of the train based on position information of the current coordinate system and a physical link relationship of the current coordinate system includes the following steps.
When the difference between the length of the current coordinate system and the first offset is greater than or equal to the preset search length, in the current coordinate system, a second search area is determined which extends from the maximum safe front end of the train by the preset search length in the traveling direction, and a logic section that at least partially overlaps the second search area is recorded as the second search range of the train. In other words, if the distance between the front of the maximum safe front end of the train as the to-be-searched object in the running direction and the terminal boundary point of the current coordinate system where the train is located (that is, the difference between the length of the current coordinate system and the first offset) is greater than or equal to the preset search length, it indicates that the preceding train needs to be searched only in the current coordinate system. In this case, the second search range is entirely located in the current coordinate system. In this embodiment, the manner of determining the above second search range may further ensure accuracy of determining the preceding train information of the train, and improve searching efficiency.
Further, in step S204, that is, the performing searching within the search range to determine the preceding train information of the train includes the following steps.
It is determined whether another train exists in the second search range. In other words, since searching needs to be performed only within the second search range of the current coordinate system, the searching is performed on logic sections in the second search range in sequence in the traveling direction of the train. Each time a logic section is found, it is determined whether the logic section is within a logic section range where another train that has completed registration in the train control system is currently located.
When no other trains exists in the second search range, it is determined that a search result for the train is that the train currently has no preceding train. It may be understood that if the logic section that is found is not within a logic section range where another train is located, it indicates that no preceding train exists within the logic section. In this case, searching is performed on a next logic section in the second search range. If the logic section that is found is within the logic section range where another train is located, it represents that another train is the preceding train of the train to be searched. It may be understood that, when no preceding train exists in each of the logic sections in the entire second search range, it is determined that the search result for the train is that the train currently has no preceding train.
When at least one another train exists in the second search range, it is determined that the search result for the train is that the train currently has a preceding train, and the preceding train is at the smallest distance from the maximum safe front end of the train among the other trains that are found. In other words, in this embodiment, if the logic sections in the second search range are searched in sequence, and another train exists in at least one of the logic sections, in this case, another train in a first logic section that is first found is the preceding train of the train. In other words, the preceding train is at the smallest distance from the maximum safe front end of the train among the other trains that are found.
It may be understood that in the above embodiments of the present disclosure, the train (the target train) as the searched object and another train that may be considered as the preceding train both need to be in a normal communication connection state with the controller of the train control system. If communication between the target train as the searched object and the train control system is interrupted, the train control system does not determine preceding train information for the target train. If communication between another train and the train control system is interrupted during determining of the preceding train information for the target train, another train with the communication being interrupted does not appear in the preceding train information determined for the target train by the train control system, but is skipped.
According to the above embodiments of the present disclosure, in an example,
It should be understood that the sequence numbers of the steps in the above embodiments do not mean an execution sequence. The execution sequence of the processes needs to be determined by functions and internal logic of the processes, and should not limit on the implementation process of the embodiments of the present disclosure.
The present disclosure further provides a controller. The controller is configured to perform the above train control method based on a combined coordinate system. An arrangement of the controller of the present disclosure is in one-to-one correspondence with the above train control method based on a combined coordinate system. Details are not described herein again. All or some of modules in the above controller may be implemented by software, hardware, or a combination thereof. The above modules may be built in or independent of a controller of a computer device in a form of hardware, or may be stored in a memory of the computer device in a form of software, so that the controller invokes each of the above modules to perform an operation corresponding to the module.
As shown in
In the present disclosure, the train control system 1 (for example, the ATS system) may establish the target combined coordinate system corresponding to the planned train path before the first start of cyclic operation, and then determines the preceding train information of the train directly through the target combined coordinate system during each cyclic operation. Compared with the related art, the coordinate system does not need to be re-established based on a current position of the turnout before each cyclic operation of the train control system, which shortens the operation cycle, and improves the operation efficiency. In addition, in the present disclosure, the preceding train information of each of the trains in the planned train path may be accurately determined based on the physical link relationship between the basic coordinate systems in the target combined coordinate system and the position information of each of the trains. Then the train control strategy is performed on the train based on the preceding train information, and the autonomous planning of the preset traveling route by the train may be performed based on the preceding train information, to improve the efficiency of the autonomous planning of the traveling route by the train. Performing the train control strategy based on the preceding train information may further reduce unnecessary acceleration and deceleration processes during the train operation, thereby saving the energy, increasing the train endurance, improving the efficiency of applying to use the trackside resources (such as a turnout and a turnaround track) by the train, improving the operating efficiency, increasing the passenger capacity, and reducing the line operating costs. Even in the case of a crash of the train control system, the train may further continuously operate normally based on the target combined coordinate system and the preceding train information through another subsystem (for example, the TACS based on vehicle-to-vehicle communication). In the above embodiment, distance ranking does not need to be performed on all trains in the planned train path in the target combined coordinate system (a distance refers to an offset of the train from an origin point or a reference point of the coordinate system). In addition, the above target combined coordinate system is created at a first start of the train control system. Therefore, the coordinate system does not need to be re-established during the cyclic operation of the train control system, which significantly simplifies an amount of calculation, shortens the operation cycle, and reduces a system load. Moreover, the target combined coordinate system in the present disclosure is in a two-dimensional shape, and serves as a better reference compared to a solution in which each coordinate system is used as a one-dimensional line segment.
The above embodiments are merely to describe the technical solutions of the present disclosure, and are not to limit the present disclosure. Although the present disclosure is described in detail with reference to the above embodiments, a person of ordinary skill in the art should understand that modifications may still be made to the technical solutions described in the above embodiments, or equivalent substitutions may be made to some of the technical features. However, these modifications or substitutions do not make the essence of the corresponding technical solution depart from the spirit and scope of the technical solutions of the embodiments of the present disclosure, and all fall within the protection scope of the present disclosure.
| Number | Date | Country | Kind |
|---|---|---|---|
| 202210750962.3 | Jun 2022 | CN | national |
This application is a continuation application of International Patent Application No. PCT/CN2023/077741, filed on Feb. 22, 2023, which is based on and claims priority to and benefits of Chinese Patent Application 202210750962.3, filed on Jun. 29, 2022. The entire content of all of the above-referenced applications is incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/CN2023/077741 | Feb 2023 | WO |
| Child | 18980912 | US |
