CN116279696B - Method, device and equipment for determining movement authorization distance of virtual rail train - Google Patents

Method, device and equipment for determining movement authorization distance of virtual rail train Download PDF

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Publication number
CN116279696B
CN116279696B CN202310595131.8A CN202310595131A CN116279696B CN 116279696 B CN116279696 B CN 116279696B CN 202310595131 A CN202310595131 A CN 202310595131A CN 116279696 B CN116279696 B CN 116279696B
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distance
train
track
current
determining
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CN116279696A (en
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姚文华
陈建鑫
刘栋青
陈立华
洪槐斌
曲博
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CRSC Research and Design Institute Group Co Ltd
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CRSC Research and Design Institute Group Co Ltd
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02Indicating or recording positions or identities of vehicles or trains
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04Automatic systems, e.g. controlled by train; Change-over to manual control
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10Operations, e.g. scheduling or time tables

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The invention discloses a method, a device and equipment for determining a movement authorization distance of a virtual rail train, comprising the following steps: determining whether a track intersection exists in a preset distance in front of the current train in the main track according to the current train position of the current train in the main track; if yes, determining whether a first obstacle train exists in the auxiliary track; if so, determining a first track distance between the first obstacle train and the track intersection; determining whether a first obstacle train has side collision risk to the current train according to the first track distance; if so, determining a second track distance between the current train and the first obstacle train, and determining a current movement authorization distance of the current train according to the conventional braking distance, the emergency braking distance and the second track distance corresponding to the current train. The invention can reduce the risk of side collision of the train at the rail intersection and improve the running safety when the train runs near the rail intersection.

Description

Method, device and equipment for determining movement authorization distance of virtual rail train
Technical Field
The present invention relates to the field of computer technologies, and in particular, to a method, an apparatus, and a device for determining a movement authorization distance of a virtual rail train.
Background
The virtual rail train is a green urban rail transit system and is a brand new solution for solving the problem of modern urban transportation. The virtual rail train is customized for solving the urban mass transit, can be used as a supplement of the mass transit of the first-line city, can be used as a passenger transport main body of the second-line city, can also bear the transportation of the characteristic lines from a new area to a new area, from the center to a tourist area and the like, can be fully combined with the existing public transportation system, and can be used for constructing a three-dimensional traffic network in the ground, the ground and the air.
The key factor of the virtual rail train running is to determine the movement authorized distance, so that the virtual rail train running is controlled based on the movement authorized distance, and the running safety is ensured.
Disclosure of Invention
The invention provides a method, a device and equipment for determining a movement authorization distance of a virtual rail train, which are used for improving the driving safety when the train runs near a rail intersection.
According to an aspect of the present invention, there is provided a method for determining a movement authority distance of a virtual rail train, including:
Determining whether a track crossing exists in a preset distance in front of a current train in a main track according to the current train position of the current train in the main track;
if the rail intersection exists, determining whether a first obstacle train exists in the auxiliary rail; wherein the secondary track represents a track extending from the track intersection;
if the first obstacle train exists, determining a first obstacle position of the first obstacle train in the auxiliary track, and determining a first track distance between the first obstacle train and the track intersection according to the first obstacle position;
determining whether the first obstacle train has side collision risk to the current train according to the first track distance;
and if the side collision risk exists, determining a second track distance between the current train and the first obstacle train, and determining the current movement authorization distance of the current train according to the conventional braking distance, the emergency braking distance and the second track distance corresponding to the current train.
According to another aspect of the present invention, there is provided a determination apparatus for a virtual rail train movement authority distance, including:
The track crossing determining module is used for determining whether a track crossing exists in a preset distance in front of a current train in a main track according to the current train position of the current train in the main track;
the first obstacle train determining module is used for determining whether a first obstacle train exists in the auxiliary track if the track intersection exists; wherein the secondary track represents a track extending from the track intersection;
the first track distance determining module is used for determining a first obstacle position of the first obstacle train in the auxiliary track if the first obstacle train exists, and determining a first track distance between the first obstacle train and the track intersection according to the first obstacle position;
the side collision risk determining module is used for determining whether the first obstacle train has side collision risk for the current train according to the first track distance;
and the first movement authorization distance determining module is used for determining a second track distance between the current train and the first obstacle train if the side collision risk exists, and determining the current movement authorization distance of the current train according to the conventional braking distance, the emergency braking distance and the second track distance corresponding to the current train.
According to another aspect of the present invention, there is provided an electronic apparatus including:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein,,
the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the method for determining a virtual rail train movement authority distance according to any of the embodiments of the present invention.
According to the technical scheme, when the current train is about to run to the rail intersection, whether the first barrier train exists in the auxiliary rail or not is determined, if so, whether the first barrier train has a side collision risk to the current train is further determined, and if so, the current movement authorization distance of the current train is determined according to the conventional braking distance, the emergency braking distance and the second rail distance corresponding to the current train, so that the effect of determining the corresponding movement authorization distance according to whether the train has the side collision risk at the rail intersection is achieved, and the running safety of the train when the train runs near the rail intersection is improved.
It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flowchart of a method for determining a movement authorization distance of a virtual rail train according to an embodiment of the present invention;
fig. 2A is a flowchart of a method for determining a movement authorization distance of a virtual rail train according to a second embodiment of the present invention;
fig. 2B is a schematic diagram of a current movement authorization distance according to a second embodiment of the present invention;
fig. 2C is a schematic diagram of another current movement authorization distance according to a second embodiment of the present invention;
fig. 2D is a schematic diagram of another current movement authorization distance according to a second embodiment of the present invention;
Fig. 3 is a schematic structural diagram of a device for determining a movement authorization distance of a virtual rail train according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of an electronic device for implementing a method for determining a movement authorization distance of a virtual rail train according to an embodiment of the present invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," "third," and the like in the description and the claims of the present invention and in the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Compared with a tramcar, the virtual rail train has the advantages of low cost and flexible operation. The virtual rail train does not need to lay special rails, can be put into use only by simple modification on roads, and has the overall line investment of about 1/5 of that of a tramcar compared with the cost of the modern tramcar line of about 1.5-2 hundred million yuan/kilometer.
Compared with a bus rapid transit system or a super bus, the virtual rail train has the advantages of high safety and riding comfort. The multi-axis steering system is adopted to carry out track following control, the turning radius of the train is controlled within 15 meters, and the turning difficulty of the ultra-long bus is solved; the design of a low floor is adopted, so that the noise is low; the rubber wheel is adopted, and the comfort and stability are realized. Meanwhile, the virtual rail train supports intelligent driving, so that the labor intensity of a driver can be effectively reduced, traffic accidents are reduced, and the safety is further improved.
The key factor of the virtual rail train running is to determine the movement authorized distance, so that the virtual rail train running is controlled based on the movement authorized distance, and the running safety is ensured. However, there is no mature scheme for planning the movement authorized distance of the virtual rail train near the rail crossing, which results in that the virtual rail train may have a risk of side collision near the rail crossing, and the driving safety is poor.
Example 1
Fig. 1 is a flowchart of a method for determining a movement authorization distance of a virtual rail train according to an embodiment of the present invention, where the embodiment is applicable to a case of how to determine the movement authorization distance when a side collision risk exists at a rail intersection, the method may be performed by a device for determining the movement authorization distance of the virtual rail train, and the device for determining the movement authorization distance of the virtual rail train may be implemented in a form of hardware and/or software. As shown in fig. 1, the method includes:
s101, determining whether a track crossing exists in a preset distance in front of the current train in the main track according to the current train position of the current train in the main track.
Wherein the current train represents a virtual rail train that is traveling in the main track. The main track represents a virtual track where the current train is traveling at the current time. The front of the current train indicates the direction in which the current train travels in the main track.
The current train position represents position information of the current train in the main track, and the section representation can be performed by the current head position of the head of the current train in the main track and the current tail position of the tail of the current train in the main track. The current train position can be obtained by a positioning device carried by the current train, such as a GPS (Global Positioning System ) or the like. A track crossing is a type of line connection area that enables a train to pass from one track to another, i.e., a current train can pass from a main track to another track through the track crossing.
In one embodiment, a controller of the current train (hereinafter referred to as a controller) determines a current train position where the current train is located in the main track through a positioning device of the current train. The controller retrieves electronic map data from the electronic map server or the current train local end, determines intersection positions of all the rail intersections in the main rail according to the electronic map data, and further determines whether the rail intersections exist in a preset distance in front of the current train in the main rail according to the current head position in the current train position and the intersection positions of all the rail intersections. The preset distance can be set and adjusted according to actual service requirements, for example, the preset distance can be set to be 100 meters or 200 meters, etc.
Optionally, the controller determines an intersection distance between the head of the current train and each track intersection according to the current head position and the intersection position of each track intersection in the main track, and if the intersection distance between any track intersection and the head of the current train is smaller than or equal to a preset distance, the track intersection is used as the track intersection in the preset distance in front of the current train in the main track.
S102, if the rail intersection exists, determining whether a first obstacle train exists in the auxiliary rail.
Wherein the secondary track represents a virtual track extending from the track crossing, i.e. another virtual track turned from the primary track through the track crossing is referred to as secondary track.
In one embodiment, if the controller determines that there is a track crossing within a preset distance in front of the current train in the main track, the controller controls the current train to periodically transmit a broadcast message outwards in a wireless broadcast manner, so as to determine whether an obstacle exists in the auxiliary track. If any other train receives the broadcast message, generating a response message according to the train information of the other train, the track information of the track at the current moment, the train position at the track and the running direction, and sending the response message to the current train.
The controller receives the response message sent by the other trains, analyzes the response message to obtain train information of the other trains and track information of the tracks, and further determines whether the auxiliary track is according to the track information. If yes, the other trains are used as first obstacle trains according to the train information.
And S103, if the first obstacle train exists, determining a first obstacle position of the first obstacle train in the auxiliary track, and determining a first track distance between the first obstacle train and the track intersection according to the first obstacle position.
The first obstacle position represents a train position where the first obstacle train is located in the auxiliary track, and the section representation can be performed by a first obstacle head position where a head of the first obstacle train is located in the auxiliary track and a first obstacle tail position where a tail of the first obstacle train is located in the auxiliary track.
In one embodiment, if the controller determines that the first obstacle train exists in the auxiliary track, continuing to analyze the response message to obtain a train position of the first obstacle train on the track, wherein the train position is used as the first obstacle position, and analyzing to obtain the running direction of the first obstacle train.
The controller determines the intersection position of a track intersection in the main track, and if the running direction of the first barrier train is opposite to the current train, the position difference between the intersection position and the first barrier locomotive position is used as a first track distance between the first barrier train and the track intersection; and if the running direction of the first obstacle train is the same as the current train, taking the position difference between the intersection position and the first obstacle tail position as a first track distance between the first obstacle train and the track intersection.
S104, determining whether the first obstacle train has side collision risk to the current train according to the first track distance.
The side collision risk indicates a risk that when the first obstacle train is located closer to the rail crossing, the first obstacle train traveling on the auxiliary rail may collide with the current train traveling on the main rail due to the train width of the first obstacle train and the current train.
In one embodiment, the controller obtains a preset side collision risk distance, and compares the first track distance with the side collision risk distance in a numerical value, so as to determine whether the first obstacle train has a side collision risk to the current train.
The side collision risk distance is obtained according to a train width combined with an empirical value and is used for representing that when a train running on an auxiliary track is at a certain distance from a track intersection, the side collision risk possibly exists for a train running on a main track, and it can be understood that when the first track distance is smaller than or equal to the side collision risk distance, the side collision risk exists for the current train of the first obstacle train, and when the first track distance is larger than the side collision risk distance, the side collision risk does not exist for the current train of the first obstacle train.
And S105, if the side collision risk exists, determining a second track distance between the current train and the first obstacle train, and determining the current movement authorization distance of the current train according to the conventional braking distance, the emergency braking distance and the second track distance corresponding to the current train.
Wherein the normal braking distance represents a distance from when the current train starts braking with a normal braking force to when braking is stopped. The emergency braking distance represents a distance from when the current train starts braking with an emergency braking force to when the train stops braking. It will be appreciated that the emergency braking force is greater than the conventional braking force and, correspondingly, the conventional braking distance is longer than the emergency braking distance.
The current movement authorization distance represents a distance value that the current train is authorized to advance, i.e., represents that the current train can safely travel within the current movement authorization distance.
In one embodiment, if the controller determines that the first obstacle train has a side collision risk to the current train, the controller determines a second track distance between the current train and the first obstacle train according to a position difference between a current train position of the current train and the first obstacle position of the first obstacle train.
Optionally, if the running direction of the first obstacle train is opposite to the current train, taking the position difference between the current locomotive position and the first obstacle locomotive position as the second track distance; and if the running direction of the first obstacle train is the same as the current train direction, taking the position difference between the current head position and the first obstacle tail position as the second track distance.
The controller determines a distance difference value according to the second track distance and the emergency braking distance, determines the numerical value between the distance difference value and the conventional braking distance, takes the conventional braking distance as the current movement authorized distance of the current train if the distance difference value is larger than the conventional braking distance, and takes the distance difference value as the current movement authorized distance of the current train if the distance difference value is smaller than the conventional braking distance.
According to the technical scheme, whether the first barrier train has side collision risk to the current train is determined through determining the first track distance between the first barrier train and the track intersection, and if the side collision risk exists, determining the current movement authorized distance of the current train according to the conventional braking distance, the emergency braking distance and the second track distance corresponding to the current train, so that the side collision risk of the current train at the track intersection is recognized in time, the effect of determining the current movement authorized distance when the side collision risk exists is achieved, the current train is controlled to run based on the current movement authorized distance, the side collision risk of the train at the track intersection can be reduced, and the running safety of the train when the train runs near the track intersection is improved.
Example two
Fig. 2A is a flowchart of a method for determining a movement authorization distance of a virtual rail train according to a second embodiment of the present invention, where the first embodiment is further optimized and expanded, and may be combined with the foregoing various optional implementations. As shown in fig. 2, the method includes:
s201, determining whether a track crossing exists in a preset distance in front of the current train in the main track according to the current train position of the current train in the main track.
S202, if a track crossing exists, determining whether a first obstacle train exists in the auxiliary track.
Wherein the secondary track represents a track extending from the track intersection.
And S203, if the first obstacle train exists, determining a first obstacle position of the first obstacle train in the auxiliary track, and determining a first track distance between the first obstacle train and the track intersection according to the first obstacle position.
S204, carrying out numerical comparison on the first track distance and the side collision risk distance, and determining whether the first obstacle train has side collision risk to the current train according to the numerical comparison result.
Wherein the side collision risk distance is determined according to the train width.
In one embodiment, the first track distance and the side collision risk distance are compared in numerical value, if the first track distance is smaller than the side collision risk distance, the side collision risk of the first obstacle train to the current train is indicated, and if the first track distance is larger than the side collision risk distance, the side collision risk of the first obstacle train to the current train is not indicated.
The first track distance and the side collision risk distance are compared in numerical value, whether the first barrier train has side collision risk to the current train is determined according to the numerical value comparison result, the effect of timely finding that the current train has side collision risk at the track intersection is achieved, and a data foundation is laid for determining the corresponding current movement authorization distance for subsequent triggering.
S205, if the side collision risk exists, executing S206; if there is no risk of a side collision, S208 is performed.
S206, determining a second track distance between the current train and the first obstacle train, determining a maximum movement authorized distance corresponding to the current train according to the sum value of the safety redundancy distance and the conventional braking distance, and determining a minimum protection distance corresponding to the current train according to the sum value of the safety redundancy distance and the emergency braking distance.
Wherein, the safe redundancy distance represents the protection distance set for redundancy consideration, and can be set and adjusted according to actual business. The maximum movement authority distance means a movement authority distance capable of giving the current train the maximum. The minimum guard distance represents a moving distance that takes into account that the current train is in the most unfavorable condition emergency braking.
In one embodiment, the sum of the safe redundancy distance and the conventional braking distance is taken as the maximum movement authorized distance corresponding to the current train. And taking the sum value of the safety redundant distance and the emergency braking distance as the minimum protection distance corresponding to the current train.
S207, determining a first distance difference value according to the second track distance and the minimum guard distance, and determining the current movement authorized distance of the current train according to the first distance difference value and the maximum movement authorized distance.
In one embodiment, the first distance difference is obtained by subtracting the minimum guard distance from the second track distance. And comparing the first distance difference value with the maximum movement authorized distance in a numerical value manner, and determining the current movement authorized distance of the current train from the first distance difference value and the maximum movement authorized distance according to the numerical values of the first distance difference value and the maximum movement authorized distance.
Determining the maximum movement authorized distance corresponding to the current train according to the sum value of the safety redundant distance and the conventional braking distance; determining the minimum protection distance corresponding to the current train according to the sum value of the safety redundancy distance and the emergency braking distance; the first distance difference value is determined according to the second track distance and the minimum protection distance, and the current movement authorization distance of the current train is determined according to the first distance difference value and the maximum movement authorization distance, so that a feasible way for calculating the movement authorization distance of the train when the side collision risk exists at the track intersection is provided, and the risk of the side collision of the train at the track intersection is reduced.
Optionally, determining the current movement authorized distance of the current train according to the first distance difference value and the maximum movement authorized distance includes:
under the condition that the first distance difference value is smaller than the maximum movement authorized distance, taking the first distance difference value as the current movement authorized distance; and taking the maximum movement authorized distance as the current movement authorized distance under the condition that the maximum movement authorized distance is smaller than the first distance difference value.
In one embodiment, the current movement authority distance of the current train is determined using the following formula:
Wherein ""represents the second track distance""represents minimum guard distance""represents a first distance difference value""means the maximum movement authorized distance.
Under the condition that the first distance difference value is smaller than the maximum movement authorized distance, the first distance difference value is used as the current movement authorized distance, and under the condition that the maximum movement authorized distance is smaller than the first distance difference value, the maximum movement authorized distance is used as the current movement authorized distance, so that the current movement authorized distance is the smallest in a comparison group, the current train is ensured to run based on the current movement authorized distance, and the risk of side collision of the train at a rail intersection can be reduced.
S208, determining whether a second obstacle train exists in front of the current train in the main track, and executing S209 if the second obstacle train exists; if there is no second obstacle train, S210 is performed.
In one embodiment, the controller controls the current train to periodically transmit a broadcast message outwards in a wireless broadcast manner, so as to determine whether an obstacle exists in the main track. If any other train receives the broadcast message, generating a response message according to the train information of the other train, the track information of the track at the current moment, the train position at the track and the running direction, and sending the response message to the current train.
The controller receives the response message sent by the other trains, analyzes the response message to obtain train information of the other trains and track information of the tracks, and further determines whether the train information is the main track according to the track information. If yes, the other trains are used as second obstacle trains according to the train information.
S209, determining a third track distance between the current train and the second obstacle train, and determining a current movement authorization distance of the current train according to the conventional braking distance, the emergency braking distance and the third track distance corresponding to the current train.
In one embodiment, the controller determines a third track distance between the current train and the second obstacle train based on a position difference between the current train position of the current train and the second obstacle position of the second obstacle train.
Optionally, if the running direction of the second obstacle train is opposite to the current train, taking the position difference between the current locomotive position and the second obstacle locomotive position as the third track distance; and if the running direction of the first obstacle train is the same as the current train direction, taking the position difference between the current head position and the second obstacle tail position as a third track distance.
And taking the sum value between the safety redundant distance and the conventional braking distance as the maximum movement authorized distance corresponding to the current train. And taking the sum value of the safety redundant distance and the emergency braking distance as the minimum protection distance corresponding to the current train.
And subtracting the minimum guard distance from the third track distance to obtain a second distance difference. And carrying out numerical comparison on the second distance difference value and the maximum movement authorized distance, taking the second distance difference value as the current movement authorized distance under the condition that the second distance difference value is smaller than the maximum movement authorized distance, and taking the maximum movement authorized distance as the current movement authorized distance under the condition that the maximum movement authorized distance is smaller than the second distance difference value.
The concept and the specific manner of the related noun in S209 can refer to the related descriptions of the first embodiment and the second embodiment, which are not repeated here.
Through determining the third track distance between the current train and the second obstacle train if the second obstacle train exists in the main track, and determining the current movement authorized distance of the current train according to the conventional braking distance, the emergency braking distance and the third track distance corresponding to the current train, the current movement authorized distance of the current train can be correspondingly determined no matter whether the second obstacle train exists in the main track or the first obstacle train exists in the auxiliary track, the application scene of the scheme is expanded, the risks of front collision and rear-end collision between the trains can be reduced, and the running safety of the trains is further improved.
And S210, determining the maximum movement authorized distance corresponding to the current train according to the sum value of the safety redundant distance and the conventional braking distance, and taking the maximum movement authorized distance as the current movement authorized distance.
In one embodiment, if the second obstacle train does not exist in front of the current train in the main track, the safety redundancy distance and the conventional braking distance are summed, the sum result is used as the maximum movement authorization distance, and the maximum movement authorization distance is used as the current movement authorization distance.
If the second obstacle train does not exist in front of the current train in the main track, determining the maximum movement authorized distance corresponding to the current train according to the sum value between the safety redundancy distance and the conventional braking distance, and taking the maximum movement authorized distance as the current movement authorized distance, so that if the second obstacle train does not exist in the main track, the movement authorized distance is set to be the maximum, and the running efficiency of the train is improved.
Fig. 2B is a schematic diagram of a current movement authorization distance according to a second embodiment of the present invention, as shown in fig. 2B, 200 represents a current train, 201 represents a main track, 202 represents a track crossing, 207 represents an auxiliary track, 203 represents a first obstacle train, and the running directions of the current train 200 and the first obstacle train 203 are the same.
204 represents a side collision risk distance, and as can be seen from fig. 2B, the first track distance between the tail position of the first barrier train 203 and the intersection position of the track intersection 202 is smaller than the side collision risk distance 204, i.e. the first barrier train 203 has a side collision risk to the current train 200.
205 represents the current movement authorized distance of the current train. 206 represents a minimum safety interval for controlling a certain interval distance between the current train and the obstacle train after stopping. In this scenario, the track crossing 202 is set as a hazard point.
Fig. 2C is a schematic diagram of another current movement authorization distance according to the second embodiment of the present invention, as shown in fig. 2C, 200 represents a current train, 201 represents a main track, 202 represents a track crossing, 207 represents an auxiliary track, 203 represents a first obstacle train, and 208 represents a second obstacle train. The current train 200 and the first obstacle train 203 and the second obstacle train 208 travel in the same direction.
204, and as can be seen from fig. 2C, the first track distance between the tail position of the first barrier train 203 and the intersection position of the track intersection 202 is greater than the side collision risk distance 204, i.e. the first barrier train 203 has no side collision risk to the current train 200.
205 represents the current movement authorized distance of the current train. 206 represents a minimum safety interval for controlling a certain interval distance between the current train and the obstacle train after stopping. In this scenario, the tail position 209 of the second obstacle train 208 is set as a hazard point.
Fig. 2D is a schematic diagram of another current movement authorization distance according to the second embodiment of the present invention, where, as shown in fig. 2D, 200 represents a current train, 201 represents a main track, 202 represents a track crossing, 207 represents an auxiliary track, 203 represents a first obstacle train, and 208 represents a second obstacle train. The current train 200 and the first obstacle train 203 travel in the same direction, and the current train 200 and the second obstacle train 208 travel in opposite directions.
204, and as can be seen from fig. 2C, the first track distance between the tail position of the first barrier train 203 and the intersection position of the track intersection 202 is greater than the side collision risk distance 204, i.e. the first barrier train 203 has no side collision risk to the current train 200.
205 represents the current movement authorized distance of the current train. 206 represents a minimum safety interval for controlling a certain interval distance between the current train and the obstacle train after stopping. 210 represents the movement authorized distance of the second obstacle train 208, in which case the end 211 of the movement authorized distance of the second obstacle train 208 is set as a hazard point.
The concepts or the determining manners of the above entities may refer to related descriptions of the embodiments of the disclosure, which are not repeated herein.
Example III
Fig. 3 is a schematic structural diagram of a device for determining a movement authorization distance of a virtual rail train according to a third embodiment of the present invention. As shown in fig. 3, the apparatus includes:
a track crossing determining module 31, configured to determine whether a track crossing exists within a preset distance in front of a current train in the main track according to a current train position of the current train in the main track;
a first obstacle train determination module 32 for determining whether a first obstacle train is present in the secondary track if there is a track crossing; wherein the auxiliary track represents a track extending from a track crossing;
a first track distance determining module 33, configured to determine a first obstacle position where the first obstacle train is located in the auxiliary track if the first obstacle train exists, and determine a first track distance between the first obstacle train and the track intersection according to the first obstacle position;
a side collision risk determination module 34, configured to determine whether the first obstacle train has a side collision risk to the current train according to the first track distance;
The first movement authorized distance determining module 35 is configured to determine a second track distance between the current train and the first obstacle train if there is a side collision risk, and determine a current movement authorized distance of the current train according to a conventional braking distance, an emergency braking distance, and the second track distance corresponding to the current train.
Optionally, the side collision risk determination module 34 is specifically configured to:
performing numerical comparison on the first track distance and the side collision risk distance, and determining whether the first obstacle train has side collision risk to the current train according to the numerical comparison result; wherein the side collision risk distance is determined according to the train width.
Optionally, the first movement authorization distance determining module 35 is specifically configured to:
determining the maximum movement authorized distance corresponding to the current train according to the sum value of the safety redundant distance and the conventional braking distance;
determining the minimum protection distance corresponding to the current train according to the sum value of the safety redundancy distance and the emergency braking distance;
and determining a first distance difference value according to the second track distance and the minimum protective distance, and determining the current movement authorized distance of the current train according to the first distance difference value and the maximum movement authorized distance.
Optionally, the first movement authorization distance determining module 35 is specifically further configured to:
under the condition that the first distance difference value is smaller than the maximum movement authorized distance, taking the first distance difference value as the current movement authorized distance;
and taking the maximum movement authorized distance as the current movement authorized distance under the condition that the maximum movement authorized distance is smaller than the first distance difference value.
Optionally, the apparatus further includes a second movement authorization distance determining module, specifically configured to:
if the side collision risk does not exist, determining whether a second obstacle train exists in front of the current train in the main track;
if the second obstacle train exists, determining a third track distance between the current train and the second obstacle train, and determining the current movement authorization distance of the current train according to the conventional braking distance, the emergency braking distance and the third track distance corresponding to the current train.
Optionally, the apparatus further includes a third movement authorization distance determining module, specifically configured to:
if the second obstacle train does not exist, determining the maximum movement authorized distance corresponding to the current train according to the sum value of the safety redundant distance and the conventional braking distance, and taking the maximum movement authorized distance as the current movement authorized distance.
The device for determining the movement authorization distance of the virtual rail train provided by the embodiment of the invention can execute the method for determining the movement authorization distance of the virtual rail train provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.
Example IV
Fig. 4 shows a schematic diagram of an electronic device 40 that may be used to implement an embodiment of the invention. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. Electronic equipment may also represent various forms of mobile devices, such as personal digital processing, cellular telephones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.
As shown in fig. 4, the electronic device 40 includes at least one processor 41, and a memory communicatively connected to the at least one processor 41, such as a Read Only Memory (ROM) 42, a Random Access Memory (RAM) 43, etc., in which the memory stores a computer program executable by the at least one processor, and the processor 41 may perform various suitable actions and processes according to the computer program stored in the Read Only Memory (ROM) 42 or the computer program loaded from the storage unit 48 into the Random Access Memory (RAM) 43. In the RAM 43, various programs and data required for the operation of the electronic device 40 may also be stored. The processor 41, the ROM 42 and the RAM 43 are connected to each other via a bus 44. An input/output (I/O) interface 45 is also connected to bus 44.
Various components in electronic device 40 are connected to I/O interface 45, including: an input unit 46 such as a keyboard, a mouse, etc.; an output unit 47 such as various types of displays, speakers, and the like; a storage unit 48 such as a magnetic disk, an optical disk, or the like; and a communication unit 49 such as a network card, modem, wireless communication transceiver, etc. The communication unit 49 allows the electronic device 40 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.
The processor 41 may be various general and/or special purpose processing components with processing and computing capabilities. Some examples of processor 41 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, digital Signal Processors (DSPs), and any suitable processor, controller, microcontroller, etc. The processor 41 performs the various methods and processes described above, such as the determination of the virtual rail train movement authorization distance.
In some embodiments, the method of determining the virtual rail train movement authorization distance may be implemented as a computer program tangibly embodied on a computer-readable storage medium, such as the storage unit 48. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device 40 via the ROM 42 and/or the communication unit 49. When the computer program is loaded into the RAM 43 and executed by the processor 41, one or more steps of the above-described determination method of the virtual rail train movement authority distance may be performed. Alternatively, in other embodiments, the processor 41 may be configured to perform the method of determining the virtual rail train movement authorization distance in any other suitable manner (e.g., by means of firmware).
Various implementations of the systems and techniques described here above can be implemented in digital electronic circuitry, integrated circuit systems, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems On Chip (SOCs), complex Programmable Logic Devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs, the one or more computer programs may be executed and/or interpreted on a programmable system including at least one programmable processor, which may be a special purpose or general-purpose programmable processor, that may receive data and instructions from, and transmit data and instructions to, a storage system, at least one input device, and at least one output device.
A computer program for carrying out methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be implemented. The computer program may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) through which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic input, speech input, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a background component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such background, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.
The computing system may include clients and servers. The client and server are typically remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical hosts and VPS service are overcome.
It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.
The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.

Claims (11)

1. A method for determining a movement authorization distance of a virtual rail train comprises the following steps:
determining whether a track crossing exists in a preset distance in front of a current train in a main track according to the current train position of the current train in the main track;
if the rail intersection exists, determining whether a first obstacle train exists in the auxiliary rail; wherein the secondary track represents a track extending from the track intersection;
If the first obstacle train exists, determining a first obstacle position of the first obstacle train in the auxiliary track, and determining a first track distance between the first obstacle train and the track intersection according to the first obstacle position;
determining whether the first obstacle train has side collision risk to the current train according to the first track distance;
if the side collision risk exists, determining a second track distance between the current train and the first obstacle train, and determining a current movement authorization distance of the current train according to a conventional braking distance, an emergency braking distance and the second track distance corresponding to the current train;
the determining whether the first obstacle train has a side collision risk to the current train according to the first track distance comprises the following steps:
performing numerical comparison on the first track distance and the side collision risk distance, and determining whether the first obstacle train has side collision risk to the current train according to a numerical comparison result; wherein the side collision risk distance is determined according to the train width.
2. The method of claim 1, wherein the determining the current movement authorization distance of the current train based on the conventional braking distance, the emergency braking distance, and the second track distance corresponding to the current train comprises:
determining the maximum movement authorized distance corresponding to the current train according to the sum value of the safety redundant distance and the conventional braking distance;
determining the minimum protection distance corresponding to the current train according to the sum value of the safety redundancy distance and the emergency braking distance;
and determining a first distance difference value according to the second track distance and the minimum protection distance, and determining the current movement authorization distance of the current train according to the first distance difference value and the maximum movement authorization distance.
3. The method of claim 2, wherein said determining a current movement authorization distance for the current train based on the first distance difference and the maximum movement authorization distance comprises:
taking the first distance difference value as the current movement authorization distance under the condition that the first distance difference value is smaller than the maximum movement authorization distance;
And taking the maximum movement authorized distance as the current movement authorized distance under the condition that the maximum movement authorized distance is smaller than the first distance difference value.
4. The method of claim 1, the determining whether the first obstacle train is at risk of a side collision to the current train as a function of the first track distance further comprising:
if the side collision risk does not exist, determining whether a second obstacle train exists in front of the current train in the main track;
if the second obstacle train exists, determining a third track distance between the current train and the second obstacle train, and determining a current movement authorization distance of the current train according to a conventional braking distance, an emergency braking distance and the third track distance corresponding to the current train.
5. The method of claim 4, the determining whether a second obstacle train is present in front of the current train in the primary track, further comprising:
and if the second obstacle train does not exist, determining a maximum movement authorized distance corresponding to the current train according to the sum value of the safety redundancy distance and the conventional braking distance, and taking the maximum movement authorized distance as the current movement authorized distance.
6. A virtual rail train movement authorization distance determining apparatus, comprising:
the track crossing determining module is used for determining whether a track crossing exists in a preset distance in front of a current train in a main track according to the current train position of the current train in the main track;
the first obstacle train determining module is used for determining whether a first obstacle train exists in the auxiliary track if the track intersection exists; wherein the secondary track represents a track extending from the track intersection;
the first track distance determining module is used for determining a first obstacle position of the first obstacle train in the auxiliary track if the first obstacle train exists, and determining a first track distance between the first obstacle train and the track intersection according to the first obstacle position;
the side collision risk determining module is used for determining whether the first obstacle train has side collision risk for the current train according to the first track distance;
the first movement authorization distance determining module is used for determining a second track distance between the current train and the first obstacle train if the side collision risk exists, and determining a current movement authorization distance of the current train according to a conventional braking distance, an emergency braking distance and the second track distance corresponding to the current train;
The side collision risk determining module is specifically configured to:
performing numerical comparison on the first track distance and the side collision risk distance, and determining whether the first obstacle train has side collision risk to the current train according to a numerical comparison result; wherein the side collision risk distance is determined according to the train width.
7. The apparatus of claim 6, wherein the first movement authorization distance determination module is specifically configured to:
determining the maximum movement authorized distance corresponding to the current train according to the sum value of the safety redundant distance and the conventional braking distance;
determining the minimum protection distance corresponding to the current train according to the sum value of the safety redundancy distance and the emergency braking distance;
and determining a first distance difference value according to the second track distance and the minimum protection distance, and determining the current movement authorization distance of the current train according to the first distance difference value and the maximum movement authorization distance.
8. The apparatus of claim 7, wherein the first movement authorization distance determination module is further specifically configured to:
taking the first distance difference value as the current movement authorization distance under the condition that the first distance difference value is smaller than the maximum movement authorization distance;
And taking the maximum movement authorized distance as the current movement authorized distance under the condition that the maximum movement authorized distance is smaller than the first distance difference value.
9. The apparatus of claim 6, further comprising a second movement authorization distance determination module, in particular for:
if the side collision risk does not exist, determining whether a second obstacle train exists in front of the current train in the main track;
if the second obstacle train exists, determining a third track distance between the current train and the second obstacle train, and determining a current movement authorization distance of the current train according to a conventional braking distance, an emergency braking distance and the third track distance corresponding to the current train.
10. The apparatus according to claim 9, further comprising a third movement authorization distance determination module, in particular for:
and if the second obstacle train does not exist, determining a maximum movement authorized distance corresponding to the current train according to the sum value of the safety redundancy distance and the conventional braking distance, and taking the maximum movement authorized distance as the current movement authorized distance.
11. An electronic device, the electronic device comprising:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein,,
the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the method of determining a virtual rail train movement authority distance of any one of claims 1-5.
CN202310595131.8A 2023-05-25 2023-05-25 Method, device and equipment for determining movement authorization distance of virtual rail train Active CN116279696B (en)

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