CN109017885B

CN109017885B - Dynamic automatic train reorganization method and system

Info

Publication number: CN109017885B
Application number: CN201811068107.4A
Authority: CN
Inventors: 钟志华; 胡满江
Original assignee: Dexian Automotive Technology Shanghai Co ltd; Hunan University
Current assignee: Dexian Automotive Technology Shanghai Co ltd; Hunan University
Priority date: 2018-08-17
Filing date: 2018-09-13
Publication date: 2023-06-06
Anticipated expiration: 2038-09-13
Also published as: CN109017885A

Abstract

The invention discloses a dynamic automatic train reorganization method and a system, wherein the method comprises the following steps of 1, a bicycle is connected with a task of a starting station and a task of a destination station; step 2, the bicycle runs from the current position to the starting station and stops; step 3, after the preset parking time is finished, the bicycle starts to go out from the initial station and runs towards the entrance intersection to prepare to enter the main lane; and 4, running the single vehicle to the exit road junction, exiting the main lane, entering the auxiliary lane to prepare for entering a station, stopping at the destination station, and returning to the step 1 after the preset stopping time is finished. The invention can effectively overcome the defects of the existing subway operation service mode, on one hand, the traffic demand of large passenger flow is met, on the other hand, the problem that most passengers are forced to stop at a midway station is solved, and meanwhile, the influence of the boarding and disembarking vehicles on the operation speeds of other vehicles is avoided.

Description

Dynamic automatic train reorganization method and system

Technical Field

The invention relates to the technical field of large-scale city intelligent public transportation and automatic driving control, in particular to a dynamic automatic train reorganization method and system.

Background

With the development of automobiles and the continuous increase of the traveling demands of people, the urban traffic jam problem is increasingly serious. Subway is a better solution. However, the subway needs to wait for passengers to get on or off at each preset stop, so that each stop takes a certain time. In addition, the subway has acceleration, uniform speed and deceleration processes between two adjacent stations, which also takes a certain time to some extent. Therefore, the travel efficiency of the passenger from the origin station to the destination station is still not ideal.

It is therefore desirable to have a solution that overcomes or at least alleviates at least one of the above-mentioned drawbacks of the prior art.

Disclosure of Invention

It is an object of the present invention to provide a dynamic automatic reorganization train method and system which overcomes or at least alleviates at least one of the above-mentioned drawbacks of the prior art.

In order to achieve the above object, the present invention provides a dynamic automatic train reorganization method, the dynamic automatic train reorganization method includes: step 1, a bicycle receives tasks of an initial station and a destination station, wherein: the bicycle is an automatic driving vehicle running on a closed running lane, and the maximum value of the number of passengers of the automatic driving vehicle is a preset value; the closed running lane comprises a main lane and an auxiliary lane; the main lane is closed, and is used for train running and station crossing running of the bicycle, and the train has the following requirements: the distance between the adjacent front and rear vehicles is a preset safety distance, and the speed of each vehicle in the train is a preset safety speed; two ends of the auxiliary lane are respectively connected to the outer side of the main lane, and an entrance intersection and an exit are formed at the connection position of the auxiliary lane and the main lane for the single vehicle on the main lane to run to the auxiliary lane; a plurality of stopping stations are arranged on the auxiliary lane at intervals, and the starting station or the destination station is one of the stopping stations; step 2, the bicycle runs from the current position to the starting station and stops; step 3, after the preset parking time is finished, the bicycle starts to go out from the initial station and runs towards the entrance intersection to prepare to enter the main lane; when any one of the automatic driving vehicles is about to drive into the main lane, the automatic driving vehicle on the main lane is enabled to adjust the vehicle distance in advance in a vehicle speed adjusting mode according to traffic conditions by utilizing a cooperative control method, so that the driven single vehicle and the automatic driving vehicles in front and behind the driven single vehicle are ensured to have enough safe distances, and each automatic driving vehicle on the main lane is enabled to meet the requirement of the train; step 4, the single vehicle runs to the exit intersection, exits the main lane, enters the auxiliary lane to prepare for entering a station, stops at the destination station, and returns to the step 1 after the preset stop time is finished; in the step 4, when the single vehicle is about to reach a stop, the single vehicle is driven out of the main lane from a driving-out section of the auxiliary lane, is decelerated by a deceleration section, enters a boarding section, a alighting section and stops, and after the boarding and alighting passenger flow is completed, the single vehicle is accelerated to the rated speed of the main lane through an acceleration section, enters a driving-in section and then is integrated into the main lane through the driving-in intersection; when the single vehicle leaves the main lane, the automatic driving vehicle on the main lane is subjected to vehicle distance adjustment in a vehicle speed adjustment mode according to traffic conditions by utilizing a cooperative control method, so that each automatic driving vehicle on the main lane meets the requirement of the train.

The invention also provides a dynamic automatic reorganization train system, which comprises: a closed travel lane comprising a main lane and an auxiliary lane; the main lane is arranged in a closed manner and is used for running in a train and running in a cross-station manner of a bicycle; two ends of the auxiliary lane are respectively connected to the outer side of the main lane, and an entrance intersection and an exit are formed at the connection position of the auxiliary lane and the main lane for the single vehicle on the main lane to run to the auxiliary lane; a plurality of stopping stations are arranged on the auxiliary lane at intervals, and the starting station or the destination station is one of the stopping stations; the automatic driving vehicles form a train in the closed running lane, and the requirements of the train are as follows: the distance between the adjacent front and rear vehicles is a preset safety distance, and the speed of each vehicle in the train is a preset safety speed; the maximum value of the passenger carrying number of each automatic driving vehicle is a preset value, and the single vehicle is the automatic driving vehicle which receives and executes the tasks of the starting station and the destination station; the vehicle sensor is arranged on the main lane and the auxiliary lane and is used for sensing the existence and the vehicle state of the vehicle at the preset position in real time; the traffic big data platform is used for receiving a task request of the destination station sent by a passenger through a client, storing position information, speed information and vehicle operation parameter information of each automatic driving vehicle, collecting the position information of the passenger, generating a riding order and selecting a nearest stopping station from the current position of the passenger as the starting station according to instructions of the starting station and the destination station, the position information and the speed information of the automatic driving vehicle and the position information of the passenger, and outputting the riding order; and the train system central command and control center is used for receiving the start station and destination station tasks sent by the traffic big data platform, distributing each automatic driving vehicle task in real time, monitoring the running state of each automatic driving vehicle in real time, coordinating the inbound speed, the stop time and the outbound speed of each automatic driving vehicle and processing vehicle faults in real time.

The invention can effectively overcome the defects of the existing subway operation service mode, on one hand, the traffic demand of large passenger flow is met, on the other hand, the problem that most passengers are forced to stop at a midway station is solved, and meanwhile, the influence of the boarding and disembarking vehicles on the operation speeds of other vehicles is avoided.

Drawings

FIG. 1 is a schematic diagram of an embodiment of a dynamic automatic reorganization train system according to the present invention;

FIG. 2 is a schematic diagram of the overall architecture of the dynamic automatic reorganization train system provided by the present invention;

FIG. 3 is a schematic information flow diagram of the dynamic automatic reorganization train system provided by the present invention;

FIG. 4 is a schematic diagram of the overall architecture of the traffic control subsystem in the dynamic automatic reorganization train system shown in FIG. 3;

FIG. 5 is a functional schematic of the mobile end travel module shown in FIG. 4;

FIG. 6 is a schematic illustration of a waiting area ingress and egress station flow line of the dynamic automatic reorganization train system shown in FIG. 1;

FIG. 7 is a schematic diagram of the overall architecture of the traffic big data storage module shown in FIG. 4;

FIG. 8 is a schematic diagram of the overall architecture of the central command and control center of the train system shown in FIG. 4;

FIG. 9 is a flow chart of an order processing mode;

FIG. 10 is a flow chart of a passenger travel mode;

FIG. 11 is a flow chart of a failure handling mode;

FIG. 12 is a flow chart of a vehicle dispatch control;

FIG. 13 is a flow chart of train separation process control;

fig. 14 is a flowchart of train reorganization process control.

Detailed Description

In the drawings, the same or similar reference numerals are used to denote the same or similar elements or elements having the same or similar functions. Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

In the description of the present invention, the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate an orientation or a positional relationship based on that shown in the drawings, only for convenience of description and simplification of the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of the present invention.

As shown in fig. 2, the dynamic automatic reorganization train system provided in this embodiment includes an intelligent driving subsystem, a traffic control subsystem and a ground communication subsystem, where the information flow condition of the system is shown in fig. 3. The dynamic automatic reorganization train system aims at: through the seamless connection of the subsystems, interaction among special passenger vehicles, between special passenger vehicles and a ground communication subsystem, between special passenger vehicles and a traffic control subsystem and between the ground communication subsystem and the traffic control subsystem is realized, and finally, the intelligent transportation process is realized.

In one embodiment, the primary goal of the ground communication subsystem is to transmit messages between dedicated passenger vehicles, between dedicated passenger vehicles and the train system traffic control subsystem. On one hand, necessary information services such as differential positioning information and train system traffic control subsystem control instructions are provided for the intelligent driving subsystem, and on the other hand, the intelligent driving subsystem information is uploaded to the train system traffic control subsystem, so that a foundation is laid for monitoring and scheduling of the whole intelligent traffic trip.

As one implementation of the ground communication subsystem, as shown in fig. 1, the ground communication subsystem includes a closed travel lane including a main lane and an auxiliary lane.

The main lane is arranged in a closed manner and is used for driving the train and running the bicycle across stations. The main lane is specifically as follows:

the main lane comprises a turning road section C and a main road section, the auxiliary lane is connected to the outer side of the main road section, a first sub road section S1 of the main road section is parallel to the auxiliary lane, a second sub road section S2 of the main road section is connected with the auxiliary lane in series, and a plurality of stop stations are arranged between the turning road section C and the second sub road section S2 at intervals. The "start station or destination station" in the "task of the start station and destination station received by the bicycle" is two different stations.

Two ends of the auxiliary lane are respectively connected to the outer side of the main lane, and an entrance intersection and an exit are formed at the connection position of the auxiliary lane and the main lane for the single vehicle on the main lane to run to the auxiliary lane; and a plurality of stopping stations are arranged on the auxiliary lane at intervals, and the starting station or the destination station is one of the stopping stations.

The auxiliary lane sequentially comprises an outgoing road section Lc and a decelerating road section L ₁₀ Road section L for boarding and disembarking ₀ Acceleration section L ₀₁ And an entry link Lr, in which: the junction of the outgoing road section Lc and the main lane forms the outgoing road openings A1 and A2, the junction of the incoming road section Lr and the main lane forms the incoming road openings B1 and B2, the center line O1 of the outgoing road section Lc and the center line O2 of the incoming road section Lr have the characteristic of second-order continuity, and are tangent to the center line O3 of the center line of the main road section respectively, and the deceleration road section L ₁₀ And an acceleration section L ₀₁ Is approximately equal in length and is proportional to the preset safe speed, the boarding and disembarking road section L ₀ Is positively correlated with the preset passenger flow volume. The present embodiment can ensure that the automated guided vehicle 1 can smoothly travelEntering and exiting the main lane. The passenger flow is large, the number of people going to different destinations is increased, and the same station needs to reserve a longer road section to divide passengers going to different destinations.

As another implementation manner of the ground communication subsystem, the ground communication subsystem further comprises a communication service module, a differential positioning service module, a road side perception service module and a road side monitoring service module. Wherein:

the communication service module provides communication services among the intelligent driving subsystem and the traffic control subsystem, the intelligent driving subsystem and other traffic running equipment, the traffic control subsystem and the road side sensor, and the traffic control subsystem and other traffic running equipment. Specifically, the communication service module mainly includes:

1. and the necessary state information of the special passenger vehicle of the intelligent driving subsystem is returned to the traffic control subsystem in real time, and the task scheduling information and the manual intervention instruction of the traffic control subsystem are sent to the intelligent driving subsystem.

2. And providing a point-to-point communication service between the road side equipment and the intelligent driving subsystem.

3. Communication services of the road side monitoring device and the traffic control subsystem are provided. The communication service range covers the whole traffic operation, and aiming at different communication performance requirements, multi-mode communication modes such as a radio station/WIFI/DSRC/4G/5G and the like are adopted.

The ground communication subsystem comprises a GNSS differential base station, and broadcasts RTK differential information provided by the differential base station to the intelligent driving subsystem for local GNSS position calculation of the intelligent driving subsystem, so that real-time positioning accuracy is improved. The differential positioning service module can effectively improve the positioning precision of the intelligent driving subsystem, and plays an important role in map construction, global path planning, task scheduling and special passenger vehicle position monitoring.

The road side monitoring service monitors the whole traffic running condition by arranging monitoring equipment such as cameras on the road side frame so as to identify the abnormal running condition of the special passenger carrying vehicle and report the abnormal running condition to the traffic control subsystem. The road side monitoring service module is used for monitoring the traffic running environment condition by the traffic control subsystem.

As shown in fig. 1, in one embodiment, the intelligent drive subsystem includes a number of autonomous vehicles, i.e., the "dedicated passenger vehicles" referred to herein. The intelligent driving subsystem realizes the main targets of automatic driving of the special passenger carrying vehicles in the whole transportation process of 'starting', 'boarding', 'transportation', 'disembarking', 'stopping', and multi-train cooperative control (including train maintaining control and train reorganizing control) among the special passenger carrying vehicles.

The "start" refers to automatically detecting the vehicle state when the intelligent driving subsystem of the special passenger carrying vehicle is started, and starting the automatic driving system when the vehicle state meets the automatic driving requirement.

The 'boarding' refers to that a special passenger carrying vehicle stops at a station without intervention, waits for passengers to get on, and automatically drives away from the station after receiving a boarding completion signal.

The transportation means that the special passenger carrying vehicle automatically drives to a passenger place after driving away from a station and continues to execute tasks after completing the passenger, and the special passenger carrying vehicle automatically plans a driving path and automatically avoids obstacles which are abnormally appeared, and realizes automatic formation control on a main road.

The 'getting off' means that the special passenger carrying vehicle automatically drives to a getting off station and automatically opens the door to get off;

"stop" refers to the automatic stopping of a special passenger vehicle to a specified location after receiving a stop-transport signal.

In the whole automatic transportation process, the intelligent driving subsystem must obey the established safety strategy, correctly process abnormal conditions and ensure the safety of the special passenger carrying vehicles, the vehicle-mounted sensors and other special passenger carrying vehicles. In addition, the intelligent driving subsystem must have an interface to interact with the ground communication subsystem and the traffic control subsystem.

The bicycle is the autonomous vehicle 1 that receives and performs the tasks of the starting and destination stations. Each autonomous vehicle 1 receives the tasks of collecting an initial station and a destination station, and the autonomous vehicle 1 is a special passenger-carrying vehicle which has a complete autonomous driving function and can open a door left and right at will. The autonomous vehicle 1 can communicate with the front and rear vehicles and the infrastructure conveniently and reliably, and can sense the front and rear vehicles or surrounding obstacles accurately and reliably. The corresponding "left" and "right" are respectively corresponding to "left" and "right" in the present embodiment, with the longitudinal running direction of the vehicle being "front". In view of the fact that excessive passenger carrying capacity may cause excessive waiting time of passengers, which is disadvantageous for improving passenger carrying efficiency, the maximum number of passengers carried by the autonomous vehicle 1 is a preset value, and should generally be more than 10 seats. The autonomous vehicles 1 running on the closed running lane may be of uniform size or of different sizes, that is, autonomous vehicles 1 of different sizes may be used in a mixed manner.

A plurality of autonomous vehicles 1 form a train in the main lane, and the requirements of the train are as follows: the distance between the adjacent front and rear vehicles is a preset safety distance, and the speed of each vehicle in the train is a preset safety speed. That is, after keeping the front-rear safety distance, the single automatically driven vehicle 1 in the train can fill the entire main lane and run at a quasi-constant preset safety speed, such as 100km/h, and all automatically driven vehicles 1 on the closed running lane are circulated.

Each autonomous vehicle 1 comprises an intelligent driving subsystem, an environment awareness module, a bicycle decision planning module, a vehicle control module and a data recording and fault diagnosis module, wherein:

the environment sensing module senses the surrounding environment information of the special passenger carrying vehicle based on the vehicle-mounted sensor, realizes the target object detection and tracking function and the self-positioning function, and is an information basis for decision control of the intelligent driving subsystem. The environment perception module mainly comprises:

1. and a camera sub-module: the method is mainly used for recording the running environment images around the special passenger carrying vehicle and is used as a black box, and when the special passenger carrying vehicle has accidents or abnormal behaviors, the data can be called for necessary analysis. Meanwhile, the image information recorded by the camera sub-module is transmitted to the traffic control sub-system through the ground communication sub-system and is used for monitoring the environment information of the special passenger carrying vehicle during running.

2. Laser radar submodule: the method comprises the steps of detecting terrain information and obstacle information around the special passenger carrying vehicle through the point cloud, and identifying obstacles around the special passenger carrying vehicle. In addition, the method can be used for fusing with millimeter wave radar data, so that the obstacle detection and tracking capability is improved, and the environment sensing capability of the environment sensing module is further ensured.

3. Millimeter wave radar sub-module: the method is used for detecting the obstacles around the special passenger carrying vehicle at a longer distance and is used as the supplement of the laser radar. Meanwhile, laser point cloud information can be fused, and more accurate obstacle information can be obtained. In addition, the millimeter wave radar has strong obstacle recognition capability under severe weather conditions such as raised dust, heavy rain, heavy snow and the like, and the reliability of the environment sensing module is further ensured.

Dgnss submodule: the method is used for performing differential positioning, acquiring the absolute position and the gesture of the special passenger carrying vehicle, constructing a digital map and providing decision basis for global path planning of the special passenger carrying vehicle. Meanwhile, absolute position and attitude information provided by the DGNSS sub-module is transmitted to the traffic control sub-system through the ground communication sub-system, so that the traffic control sub-system can monitor the position information of the special passenger carrying vehicle in real time.

5. The wireless communication sub-module: the system is used for carrying out information interaction with the traffic control subsystem, sending the state data of the special passenger carrying vehicle to the opposite side, and receiving the instruction from the traffic control subsystem. In addition, the position and state information of other special passenger vehicles are received so that the intelligent driving subsystem can make more reasonable decisions.

6. And an information fusion sub-module: for fusing the multi-sensor information. On one hand, the obstacle recognition and tracking are carried out by combining the information of multiple sensors, such as the obstacle recognition and tracking based on the data fusion of the laser radar and the millimeter wave radar; on the other hand, the special passenger carrying vehicle is subjected to fusion positioning by combining GNSS and inertial navigation information, so that the self-positioning precision of the special passenger carrying vehicle is improved, and the global path planning of the intelligent driving subsystem and the position monitoring of the traffic control subsystem on the special passenger carrying vehicle are facilitated.

The bicycle decision-making planning module makes decisions and plans based on the perception information of the environment perception module on the special passenger carrying vehicle transportation environment, and mainly comprises global path planning, behavior decision, local path planning and motion planning, and the method comprises the following steps of:

1. global path planning: based on the fusion positioning and the global map, global planning path information is output, and the global planning path information mainly comprises a starting point and an ending point of the operation of the special passenger vehicle and the information of the operation path from the starting point to the ending point.

2. Behavior decision: based on global path planning, positioning information and local obstacle information, comprehensive decision is made, and behavior information of the operation of the special passenger carrying vehicle is given, wherein the behavior information mainly comprises straight running, lane changing, stopping and the like, and abstract behavior decision results are provided for local path planning.

3. Local path and trajectory planning: based on global path planning information, positioning information and barrier information, a passable path is planned in real time by considering the kinematic characteristics of the special passenger carrying vehicle, and functions of straight going, curves, obstacle avoidance, left turning, right turning and the like are realized. The local path planning result can be represented by a path point, which provides a basis for lateral control of the vehicle.

The vehicle control module is mainly used for controlling the state of the special passenger carrying vehicle. Based on the local path and the motion planning result and the instruction of the traffic control subsystem, the state kinematics characteristic of the special passenger carrying vehicle is considered, the expected steering wheel rotation angle and the expected speed or acceleration are output, and the longitudinal and transverse coordination control of the special passenger carrying vehicle is realized.

The data recording and fault diagnosis module comprises data recording and fault diagnosis functions, and specifically comprises the following steps:

1. the data records, which may also be referred to as "black boxes," are used to record critical in-vehicle data including vehicle state data, context-aware semantic data, vehicle ambient image data, and decision data, and are stored in log files, typically for event playback and fault analysis.

2. The fault diagnosis is used for monitoring functions of the vehicle-mounted unmanned system in real time, analyzing fault states of equipment such as a sensor, an executing mechanism and the like, such as laser radar failure, brake system failure, insufficient oil quantity and the like, judging whether the system operates normally, and timely reporting system faults and anomalies so as to facilitate corresponding processing and intervention of the traffic control subsystem.

In one embodiment, the traffic control subsystem is a dispatching and control center of the dynamic automatic reorganization train system, and the main purposes of the dispatching and control center are to monitor and collect task state and passenger flow information of the special passenger carrying vehicles in real time, monitor the own vehicle state of the special passenger carrying vehicles in real time, store the own vehicle state data and transportation data of the special passenger carrying vehicles, dispatch the special passenger carrying vehicles to execute appointed tasks, manually intervene in the operation of the whole system when abnormal burst occurs, and automatically process partial faults.

As shown in fig. 4, the traffic control subsystem includes a traffic travel subsystem and a traffic big data subsystem, wherein:

as an implementation manner of the traffic travel subsystem, the traffic travel subsystem comprises a mobile terminal traffic travel module and a station auxiliary prompt module.

The mobile terminal traffic module is such as mobile terminal (mobile phone, tablet computer and other equipment) APP special software, so that passengers can reserve the riding service from a given starting station to a given destination station through the mobile phone at a specified time. All passengers can reserve the system by downloading and installing APP special software through the mobile phone and pre-paying a certain fee. As shown in fig. 5, the APP specific software functions include site search, train number inquiry, reservation ticket purchase, and electronic ticket functions.

The mobile terminal traffic travel module is in communication connection with the traffic big data platform and is used for passengers to send task requests of the starting station and the destination station to the traffic big data platform and receiving the riding orders and the position information of the starting station, which are issued by the central command and control center of the train system. The call software may be an APP software system installed to the client to facilitate passenger ride service from a given origin to destination station by client reservation for a specified time.

As shown in fig. 5 and 6, when the passenger receives the riding order issued by the central command and control center of the train system and the position information of the start station, the passenger can wait for riding in a specific area, which must be accessed by reading the riding order (such as a two-dimensional code), and the passenger must reach the designated area 3 minutes in advance. When the reserved automatically driven vehicle 1 reaches the origin station, passengers having the same destination in the area can ride the vehicle together to the reserved destination station.

The station auxiliary prompt module informs passengers in the waiting area of receiving and sending vehicle information through the display screen and reminds the passengers of getting on or off the bus. In addition, the prompt system also feeds back relevant information in real time when the vehicle is received late due to the vehicle failure.

As an implementation manner of the traffic big data subsystem, the traffic big data subsystem comprises a traffic big data platform, a train system central command and control center and a traffic big data storage module, wherein:

the traffic big data platform is used for receiving a task request of the destination station sent by a passenger through a client, storing position information, speed information and vehicle operation parameter information of each automatic driving vehicle, collecting the position information of the passenger, generating a riding order and selecting a nearest stopping station from the current position of the passenger as the starting station according to instructions of the starting station and the destination station, the position information and the speed information of the automatic driving vehicle and the position information of the passenger, and outputting the riding order and the nearest stopping station from the current position of the passenger.

The traffic big data platform is transmitted in real time and stored in a special traffic big data platform, and the traffic big data platform is built on a private cloud platform and has the following functions:

1. the data access function is used for receiving data returned by the vehicle, including the real-time position, the task, the speed and other vehicle parameters of the vehicle, and also including all travel demand information and other related information;

2. A data transfer function, such as sending a platform scheduling instruction to the vehicle;

3. the high-reliability distributed data storage function is used for constructing a distributed database and a distributed file system to store structured and unstructured data, and simultaneously, the data backup is automatically increased and decreased according to the reliability requirement;

4. the data access function can process requests such as data reading, writing, inquiring and the like on the basis of ensuring the consistency of the data;

5. and the data visualization function displays the multi-source data to background development and monitoring personnel in a graphical interface mode. The functions correspond to a certain number of virtual servers respectively, and the cloud platform automatically stretches and stretches the number of the virtual servers according to the performance requirements and the real-time cluster monitoring results.

The traffic big data storage module comprises the following four sub-modules, and the whole architecture is shown in fig. 7:

vehicle travel information sub-module: the system is used for storing parameters such as position information, speed information and other vehicle running information of the automatic driving vehicle, and the parameters are sent to a traffic big data platform in real time by the vehicle.

Passenger travel information sub-module: and the mobile terminal is used for storing travel demand parameters such as passenger position information, order information and the like, and the parameters are sent to the traffic big data platform.

Lane information sub-module: the road condition information storage system is used for storing road condition information of the main lane and the auxiliary lane, and parameters are sent to the traffic big data platform in real time by the road sensor.

Fault and maintenance information sub-module: the system is used for storing parameters such as fault condition information, maintenance condition information and the like of the automatic driving vehicle, and the parameters are sent to a traffic big data platform in real time by the vehicle.

The train system central command and control center is used for receiving the start station and destination station tasks sent by the traffic big data platform, distributing each automatic driving vehicle task in real time, monitoring the running state of each automatic driving vehicle in real time, coordinating the inbound speed, the stop time and the outbound speed of each automatic driving vehicle and processing vehicle faults in real time.

As shown in fig. 8, the train central command and control center includes:

the calculation support module is used for carrying out data cleaning, data conversion, data extraction and data analysis processing according to the vehicle information, the passenger information and the real-time road condition information;

the vehicle dispatching decision-making module is used for a vehicle dispatching task planning sub-module and a train dynamic reorganization movement planning sub-module, wherein the vehicle dispatching task planning sub-module is used for deciding vehicles for separating trains into stations and vehicles for separating the stations into the trains in real time and designating the vehicles to go to aid when the faults of the vehicles are monitored; the train dynamic reorganization motion planning submodule is used for deciding in real time how the vehicles at different positions of the road in the train adjust the speed of the vehicles so as to adapt to the separation/insertion of the upcoming partial vehicles.

In one embodiment, when the central command and control center of the train system monitors that the vehicle operation parameter information of the automatic driving vehicle has a fault, controlling the front vehicle of the fault vehicle to be decelerated to be mutually butted with the fault vehicle and to be towed to move forward, or controlling the rear vehicle acceleration section of the fault vehicle to be butted with the fault vehicle and to be propelled forward; in the fault clearing process, the central command and control center of the train system adjusts the distance between other vehicles according to traffic conditions in a mode of changing the running speed, so that each automatic driving vehicle on the main lane meets the requirement of the train.

That is, in the present embodiment, the autonomous vehicle 1 needs to have a function of pulling or pushing the vehicle in front and rear in addition to a function of a general autonomous vehicle. The specific requirements are as follows: if any autonomous vehicle 1 fails and cannot travel by itself, the front vehicle of its failed vehicle must slow down to interface with the vehicle and pull the failed vehicle forward. If the power of the front vehicle of the failed vehicle is insufficient, the rear vehicle of the failed vehicle accelerates to interface with the failed vehicle and pushes the failed vehicle forward. In general, the front and rear vehicles of the failed vehicle should be sufficient to drive the failed vehicle to the next station for repair of the failed vehicle. If two adjacent vehicles fail, more front and rear vehicles may be required to form a train which is mutually hung, so that the traction of the accident vehicle is realized. Such inter-hitch traction can be smoothly accomplished as long as the steering and braking of the accident vehicle is reliable. If the steering and braking of any vehicle fails, the accident is a major accident, and manual intervention is needed. In general, the steering and braking systems of a vehicle are not effectively faulty, which is also a basic regulatory requirement of the vehicle.

The dynamic automatic reorganization train system provided in this embodiment mainly includes 3 operation modes: order processing mode, passenger travel mode, fault processing mode, each mode can be developed synchronously, specifically as follows:

1. order processing mode

The order processing mode is used for dispatching the vehicle to pick up passengers, and the specific flow is as shown in fig. 9:

s1: the passenger sends a task request (an initial station, a destination station and a departure time) to the traffic big data subsystem through the client;

s2: the traffic big data subsystem distributes tasks of each automatic driving vehicle in real time according to order information (an initial station, a destination station and departure time);

s3: the bicycle receives the tasks of the starting station and the destination station;

s4: the vehicle runs from the current position to the starting station and stops;

s5: after the preset parking time is finished, the vehicle starts to go out from the initial station and runs towards the entrance road, and is ready to enter the main lane; when any automatic driving vehicle is about to drive into a main lane, the automatic driving vehicle on the main lane automatically adjusts the vehicle distance in advance so as to ensure that the driven automatic driving vehicle and the front and rear automatic driving vehicles have enough safe distance, and the respective automatic driving vehicles on the main lane can meet the requirement of automatic driving vehicle queue;

S6: the vehicle runs to the exit, exits the main lane, enters the auxiliary lane to prepare for entering a station, stops at the destination station, and returns to the step 1 after the preset stop time is finished.

2. Passenger travel mode

The specific flow of the passenger completing one trip is shown in fig. 10:

s1: inputting a departure place and a destination in the APP, and clicking a query site;

s2: selecting the number of vehicles and entering a reservation ticket buying interface after reservation;

s3: passengers arrive at the boarding station three minutes in advance and enter a waiting area through brushing electronic tickets in the APP;

s4: after the vehicle arrives at the station, the passengers get on the vehicle and get off the vehicle at the destination, and one trip is completed.

3. Failure handling mode

The fault handling mode is used for dispatching a faulty vehicle on a vehicle-assisted road, and the flow chart is shown in fig. 11:

s1: the traffic big data subsystem monitors that the running parameter information of the automatic driving vehicle has faults;

s2: the traffic big data subsystem sends an instruction to a front vehicle of the fault vehicle, so that the front vehicle is decelerated to be in mutual butt joint with the fault vehicle and is pulled to move forward; or, enabling a rear vehicle acceleration section of the fault vehicle to be in butt joint with the fault vehicle and pushing the front vehicle to move ahead;

s3: in the fault clearing process, the traffic big data subsystem adjusts the distance between other vehicles in a mode of changing the running speed according to the traffic condition, so that each vehicle on the main lane meets the requirement of automatic driving vehicle queue.

As shown in fig. 1, the method for dynamically and automatically reorganizing train provided in this embodiment includes:

and step 1, a bicycle receives tasks of the starting station and the destination station.

The bicycle is an autonomous vehicle operating on a closed operating lane. The autonomous driving vehicle 1 is a special passenger-carrying vehicle, and has a function of opening a door at random from left to right and a function of fully autonomous driving. That is, the intelligent driving subsystem is built in the control device of the passenger carrying vehicle, and the intelligent driving subsystem can automatically drive the passenger carrying vehicles in the whole transportation processes of 'starting', 'boarding', 'transporting', 'alighting', 'stopping', and can also control the train cooperative control of multiple main lanes among the passenger carrying vehicles. The corresponding "left" and "right" are respectively corresponding to "left" and "right" in the present embodiment, with the longitudinal running direction of the vehicle being "front". In view of the fact that excessive passenger carrying capacity may cause excessive waiting time of passengers, it is disadvantageous to increase passenger carrying efficiency, and the maximum number of passengers carried by the autonomous vehicle 1 should be 10 or more, but should not exceed 20. The autonomous vehicles 1 running on the closed running lane may be uniform in size or may be different in size. The "size" is determined based on the number of passengers.

The closed running lane includes a main lane and an auxiliary lane.

The main lane is provided in a closed manner, as shown in fig. 1, in a racetrack-like manner for the train operation and for the cross-station operation of the individual vehicles.

Two ends of the auxiliary lane are respectively connected to the outer side of the main lane, and driving-in intersections A1 and A2 and driving-out intersections B1 and B2 for the single vehicle on the main lane to run on the auxiliary lane are formed at the connection positions of the auxiliary lane and the main lane. The auxiliary lane is provided with a plurality of stopping stations at intervals, and the ' starting station or the ' destination station ' in the ' tasks of the starting station and the destination station received by the bicycle ' is two different stopping stations.

The requirements of the train are as follows: the distance between the adjacent front and rear vehicles is a preset safety distance, and the speed of each vehicle in the train is a preset safety speed. That is, the single autonomous vehicle 1 in the train can fill the entire main lane after maintaining the front-rear safety distance, and run at a quasi-constant preset safety speed, such as 100km/h.

And 2, running the bicycle from the current position to the starting station and stopping. Of course, this step may be omitted when the current position of the bicycle is at the start station, and the bicycle only needs to wait for receiving the outbound command at this time.

And 3, after the preset parking time is finished, starting the bicycle to go out from the initial station, running towards the entrance intersections A1 and A2, and preparing to enter the main lane. The preset dock time may be determined by the traffic big data platform based on the early-late rush hour or other factors, such as 3 minutes or 5 minutes, etc. When any vehicle is about to drive into the main lane, the cooperative control method is utilized to enable the vehicle on the main lane to adjust the vehicle distance in advance in a vehicle speed adjusting mode according to traffic conditions so as to ensure that the driving-in vehicle and the front and rear vehicles have enough safe distances. And a plurality of entering spaces of the single vehicles can be reserved in the train so as to make room for the vehicles to be driven into the main lane.

And 4, the single vehicle runs to the exit ports B1 and B2, exits the main lane, enters the auxiliary lane to prepare for entering a station, stops at the destination station, and returns to the step 1 after the preset stop time is finished. The preset parking time is the same as the time setting principle in the step 3.

When the bicycle is about to reach the stop, the bicycle is driven out of the main lane from the driving-out section of the auxiliary lane, is decelerated through the deceleration section, enters the boarding and disembarking section and stops, and after the boarding and disembarking passenger flow is completed, the bicycle is accelerated to the rated speed of the main lane through the acceleration section, enters the driving-in section and then is integrated into the main lane through the driving-in intersection.

When the single vehicle leaves the main lane, the cooperative control method is utilized to enable the front and rear vehicles on the main lane to adjust the vehicle distance in a vehicle speed adjusting mode according to traffic conditions, so that the front vehicles can be decelerated or the rear vehicles can be accelerated, and the distance between the front and rear vehicles is properly reduced to make room for the vehicles which are about to enter the main lane.

In one embodiment, the step 1 further includes:

and 6, transmitting the position information, the speed information and the vehicle operation parameter information of each autonomous vehicle 1 to the traffic big data platform in a wireless communication mode, wherein the position information, the speed information and the vehicle operation parameter information of each autonomous vehicle are stored in the traffic big data platform.

And the passenger sends the task request of the destination station to the traffic big data platform through the client, and the traffic big data platform acquires the position information of the client when the traffic big data platform receives the task request of the destination station sent by the client because the client is usually provided with a GPRS positioning system.

The "traffic big data platform" is composed of hardware such as a center server, a calculation server, and a storage server, and has functions of receiving the passenger and the vehicle data, transmitting a dispatch instruction to the automated driving vehicle 1, transmitting the vehicle information of the station to the passenger, and the like.

The traffic big data platform generates a riding order and selects a stop nearest to the current position of the passenger as the starting station according to the task request of the destination station, the position information and the speed information of the automatic driving vehicle and the position information of the passenger, and the starting station and the destination station tasks are transmitted to a central command and control center of a train system, so that the central command of the train system distributes each automatic driving vehicle task in real time, monitors the running state of each automatic driving vehicle in real time, coordinates the inbound speed, the stop time and the outbound speed of each automatic driving vehicle and processes the vehicle faults in real time, and the automatic driving vehicle queuing phenomenon on a secondary road is avoided.

In one embodiment, in the step 6, when the central command and control center of the train system monitors that the vehicle operation parameter information of the autopilot vehicle 1 has a fault, the front vehicle of the fault vehicle is controlled to be decelerated to be mutually docked with the fault vehicle and to be towed to move forward, or the rear vehicle acceleration section of the fault vehicle is controlled to be docked with the fault vehicle and to be propelled forward; in the fault clearing process, the central command and control center of the train system adjusts the distance between other vehicles according to the traffic condition by changing the running speed, so that each automatic driving vehicle 1 on the main lane meets the requirement of the train.

In one embodiment, the step 3 of "when any one of the autonomous vehicles is about to drive into the main lane, using a cooperative control method, the autonomous vehicle on the main lane adjusts the vehicle distance in advance in a manner of adjusting the vehicle speed according to the traffic condition" essentially corresponds to a vehicle reorganization process.

In the process of vehicle recombination, the most important problem is the space-time allocation problem between the recombined vehicle and the fleet. In the invention, firstly, reasonable acceleration values of vehicles to be recombined are regulated, the time for the vehicles to reach a recombined junction is calculated, and the inserted space position in a main road motorcade is calculated and selected by taking the reasonable acceleration values as constraints; secondly, calculating a reasonable safe driving distance in the motorcade, and amplifying the safe driving distance proportionally to obtain a sufficient vehicle insertion distance; finally, after the vehicles are inserted, the speed and the distance of the whole vehicle fleet are regulated and controlled based on the central regulation and control system, the original state of the vehicle fleet is recovered, and the vehicle recombination is completed.

Specifically, the method of "when any one of the autonomous vehicles is about to drive into the main lane" in step 3, using a cooperative control method, includes the following vehicle following reorganization method, as shown in fig. 14:

Definition: the vehicle j is the automatic driving vehicle needing to drive into the main lane, and the preset safe speed in the train of the main lane is v _reg In the acceleration section L ₁₀ 、L ₀₁ To accelerate to v _reg Inserting a train of the main lane at a constant speed into the driving-in road section Lr;

step 31, calculating the time t when the vehicle j to be inserted reaches the entrance road according to the following formula (15):

t＝2L ₀₁ /v _reg +Lr/v _reg (15)

in the formula (15), L ₀₁ Is the length of the acceleration road section; lr is the length of the entry road section; these two values may be preset, known values.

In step 32, when the vehicle j is recombined, an insertion space for the recombination needs to be formed at a proper position in the vehicle queue, so that the vehicle can be inserted and recombined. When the time t from the travel of the vehicle j to the entrance has been determined, a calculation is performed for the travel of the vehicle before the entrance. According to equation (17), the time t for each of the vehicles i in the main lane to reach the entrance intersection closest thereto is calculated by traversal _i ：

In the formula (17), x _i For the distance that the vehicle i reaches the entrance intersection closest to the vehicle i, i is the number of the automatically driven vehicle in the main lane;

step 33, above t _i I= (1, 2,) there is one i in the ratio ₀ So that

And->

Then vehicle i is selected ₀ With vehicle i ₀ -1 is the insertion position of the vehicle j.

A certain preset safety distance needs to be kept between any vehicle m and n in the queue so as to ensure the running safety of the whole vehicle fleet. In the past vehicle following research, it has been common to analyze vehicle following characteristics and evaluate vehicle following safety using a Headway (Time Headway) and a Time to collision (TTC, time to Collision) as indicators. THW is defined as the quotient between the vehicle head of the preceding and following vehicles and the vehicle speed of the following vehicles, and TTC is defined as the quotient between the vehicle head-rear vehicle distance and the relative speed. The value of THW can be used as an important index for safety evaluation of the vehicle, and the statistical safety headway of the actual vehicle test is generally more than 1-2 s; TTC is also an important measure for the safety against heel, and, empirically, TTC less than 5s is considered to be in danger of collision. In the embodiment, the minimum safe following distance d is defined by adopting the THW and TTC comprehensive indexes _mn,safe As a safe distance constraint.

Step 34, calculating the safety distance d of the rear vehicle at the insertion position according to the formula (16) _mn,safe To obtain an insertion space for the insertion position of the vehicle j:

d _mn,safe ＝max(t _s v _m +d _s ,(v _m -v _n )t _TTC +d _s +L _j ) (16)

in formula (16), t _s For minimum safety headwayThe value is 2s; v _m Is the speed of the bicycle; v _n The speed of the front vehicle which is the own vehicle; d, d _s D is the minimum distance between vehicles after front and rear vehicles stop _s Is a constant; t is t _TTC The value is 5s for the minimum safe TTC; l (L) _j Is the vehicle length of the front vehicle. For d _mn,safe N is j, m is i ₀ 。

The embodiment is to the safe distance d _mn,safe The 3 times distance is taken as an insertion space of the insertion position, and the central command and control center of the train system is utilized to regulate and control the speed of each vehicle after the insertion position, so that the expected insertion space is obtained.

And step 35, adjusting the speed and the distance of each vehicle in the train of the main lane again to meet the requirement of the train, and finishing train reorganization.

In one embodiment, the step 4 of "the vehicle distance adjustment of the autonomous vehicle on the main lane by adjusting the vehicle speed according to the traffic condition after the single vehicle exits the main lane" corresponds to a process of vehicle separation.

When there is a need to separate the vehicle from the fleet in the main road, the vehicle separation speed cannot be excessively high and the passengers cannot have excessive uncomfortable reactions in order to prevent the vehicle from rollover accidents. In the invention, the maximum separation speed is solved based on the dynamic limit of the vehicle, and the separation speed of the vehicle is corrected based on the premise of passenger comfort, so as to obtain the ideal separation speed. And secondly, reasonable braking deceleration is formulated, and a certain uniform running distance is reserved after the deceleration so as to separate stably. When the vehicles are dispatched, firstly, proper separated vehicles are screened by the sum of the deceleration distance and the uniform speed distance, then the separated vehicles and the subsequent motorcades are regulated and controlled to decelerate at the designated deceleration, after the separated vehicles are separated out of the main road, the rest of the decelerated vehicles are regulated and controlled to restore to the original motorcade state uniformly, and the vehicle separation is completed.

In the step 4, the method for adjusting the distance between the automatic driving vehicles on the main lane in a manner of adjusting the vehicle speed according to the traffic condition by using the cooperative control method after the single vehicle exits the main lane specifically includes the following train separation method, as shown in fig. 13:

defining a vehicle i as the autonomous vehicle that needs to exit the main lane, the vehicle i being a detachable vehicle. The preset safety speed in the train of the main lane is v _reg . When the motorcade is about to travel to the station, if passengers need to get on or off the station, the central control system of the whole operation system can assign the vehicle i to travel out of the main road and enter the auxiliary lane, and the passengers are received and sent. For the vehicle i which needs to travel to the station, the separation speed cannot be too high so as not to cause rollover accidents. Let i be the lateral acceleration of the vehicle

The maximum lateral acceleration allowable value of such a vehicle is

When the exit radius of the auxiliary lane is R, the maximum value of the separation exit speed is obtained +.>

Step 41, calculating the maximum separation speed by the central command and control center of the train system

Separation speed

The expression of (2) is formula (10):

in the formula (10), the amino acid sequence of the compound,

Lateral acceleration for the vehicle i; />

A maximum lateral acceleration allowable value for the vehicle i; r is the radius of the U-turn road section;

step 42, selecting the value of the proportionality coefficient delta according to the formula (10), and calculating the ideal separation speed according to the formula (11)

In the formula (11), in order to achieve the safety, the speed adjustment instantaneity and the transverse comfort at the time of vehicle separation, the speed is scaled down by using a speed scaling factor delta, wherein the scaling factor delta is 0.7-0.9 (selected according to empirical values of instantaneity and comfort).

Step 43, selecting an appropriate braking deceleration according to the formulas (12) and (13)

Is the value of (1):

in the formula (12), the amino acid sequence of the compound,

the rear vehicle longitudinal brake deceleration of the vehicle i in the train of the main lane is indicated.

In the formula (13), a _f The acceleration threshold value which is suitable for human comfort is generally 0.2m/s2 (selected from experimental studies in literature).

Step 44, calculating x, which can be used to screen the detachable vehicles, according to equation (14) _c Is the value of (1):

in the formula (14), a suitable value of the distance L from the exit road junction at the end of deceleration is selected, and in consideration of a certain stabilization period required after the completion of deceleration of the vehicle, 20 m.ltoreq.L.ltoreq.30m.

Step 45, screening the separable vehicles from the vehicles in the main lane, which specifically includes:

Obtaining a distance between a vehicle in front of an exit road and the exit road corresponding to a start station, the distance being used as x _c Comparing if the distance is less than x _c The separation requirement is not satisfied; when the distance is greater than x _c When the train system central command and control center selects it as a detachable vehicle, namely the vehicle i.

Step 46, after the central command and control system sends a separation command to the vehicle i, and commands the front vehicle of the vehicle i not to decelerate, the rear vehicle of the vehicle i follows the vehicle i with the same acceleration

Deceleration is performed when the vehicle speed is reduced to the target vehicle speed +.>

And after the vehicles i are separated and kept at a constant speed for a period of time, the vehicles i are driven out of the main lane, and for the rest of the decelerating vehicles, the vehicles are accelerated and the relation between the distance and the speed of the train of the front main lane is recovered, and the separation process is finished.

In one embodiment, after receiving a riding order, the central command of the train system firstly determines whether all vehicles in the train have fault conditions, if so, the central command enters into 'searching for optimal assistance vehicle logic', and then enters into 'searching for optimal single-vehicle receiving circulation'; if no vehicle reports a fault, the method enters a 'search for optimal connection vehicle circulation'.

The method for finding the optimal assistance vehicle logic is specifically as follows:

if the vehicle i reports faults at the initial moment, the front vehicle i-1 of the vehicle i and the rear vehicle i+1 of the vehicle i are inspected, if the vehicle in the front vehicle i-1 and the rear vehicle i+1 is about to enter a station, the next vehicle in the running direction is inspected until the 'auxiliary vehicle' in the forward direction and the backward direction is determined;

to improve the assistance efficiency, the assistance cost is defined as formula (1):

J＝J _e +J _p +J _r (1)

wherein J is _e For energy consumption cost, representing the energy required to be consumed by real-time assistance of the to-be-assisted vehicle to reach the position of the fault vehicle, and relating the driving distance, the passenger carrying quantity and the driving speed, wherein the expressions are as shown in the formula (2) and the formula (3):

in the formula (2) and the formula (3), W _d Is the running energy consumption per unit distance, l ₁ 、l ₂ The current time position of the assisting vehicle and the current time position of the fault vehicle are respectively, P is the number of passengers carried by the assisting vehicle,

is the average travel speed during forward assistance; p is typically of the order of 10, ">

Is typically of the order of 10 ³ So take g ₁ =0.01 is a weight coefficient.

J _p Time cost of waiting for passengers, characterizing delays in the assistance vehicle due to assistance actions by passengers in the assistance vehicleRelated to the number of passengers, the position of the assisting vehicle, and the destination position, the expression is expressed by the following formula (4):

In the formula (4), t _c Time required for assisting the vehicle to dock with the faulty vehicle, l _des In order for the passenger to be at the destination location,

the average running speed of two vehicles in the process of going to the destination is obtained;

J _r the expression of the road cost is as follows:

J _r trailing vehicles are more convenient in terms of steering, power transfer, etc. than pushing vehicles, and thus pushing vehicles have additional costs, considering J _e And J _r Is of the order of not more than 10 ⁵ In the formula (5), the value is set to 10 ⁵ That is, the forward vehicle is selected for pushing unless the waiting cost and the energy consumption cost of the passenger for dragging the front vehicle are extremely high, and the forward vehicle is used for dragging the rear vehicle.

According to the known information provided by the traffic big data platform, calculating and calculating the assistance cost of two 'to-be-assisted vehicles', selecting the optimal vehicle, sending an assistance command to the corresponding vehicle, and ending the cycle.

The method for searching the optimal connection vehicle circulation is specifically as follows:

first, the states of all vehicles of the closed traffic lane at time 0 are determined and the array s provided by the formula (6) ₀ The representation is performed:

s ₀ ＝(j ₁ ,j ₂ ,...j _n ) (6)

wherein j is _m E { -1,1}, m=1, 2,..n, -1 means that the vehicle is inThe auxiliary lane running, 1 represents that the vehicle runs in a main lane, and n is the total number of the rest vehicles for removing faults and assisting the vehicle in the lane;

Every time the main lane train changes, the next time is recorded, and the state transition equation from the time t to the time t+1 is represented by the formula (7):

Y _q ＝(0,0,...,y _q ,0,...0) (8)

in the formula (7) and the formula (8), Y _q Action array of vehicle number q at t moment, y _q E { -2,0,2} represents a specific action, -2 represents an inbound, 0 represents a keep-running state, and 2 represents an outbound.

Secondly, calculating the order receiving cost of each vehicle at the current moment, and defining the order receiving cost as shown in a formula (9):

P'＝P ₁ +1+P _h (9)

wherein J' _e To receive the energy consumption cost of single transportation, l ₀ For the current position of the vehicle, l _start For the order initiation site, l _end For order destination site, W' _d 、W″ _d Energy consumption per unit distance during the travel to the docking station and after receiving the passenger, respectively，

Average driving speeds, P and +.>

Is generally of the order of 10 and 10 respectively ³ And the waiting cost of the passengers is higher in the process of receiving the order, so g is taken into consideration ₂ =0.03 is a weight coefficient, P ₁ 、1+P _h Number of passengers in the vehicle, P, during the travel to the docking station and after receiving the passengers, respectively _h The number of passengers with the same order is predicted for the traffic big data platform according to the historical passenger order information, and P' is the number of the passengers which can be transported when receiving the order; />

According to the known information provided by the traffic big data platform, calculating and counting the order receiving cost of all vehicles at the current moment, selecting the current optimal vehicle as the 'planned order receiving vehicle', and sending an order receiving instruction to the corresponding vehicle. Each time there is a state transition, judging whether the "to-be-picked-up single vehicle" at the previous moment is about to get in the station, if the vehicle does not get in the station, updating a vehicle state array, and restarting the cycle; if the vehicle enters the station, the cycle is ended.

Finally, it should be pointed out that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting. Those of ordinary skill in the art will appreciate that: the technical schemes described in the foregoing embodiments may be modified or some of the technical features may be replaced equivalently; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for dynamically and automatically reorganizing a train, comprising:

step 1, a bicycle receives tasks of an initial station and a destination station, wherein:

the bicycle is an automatic driving vehicle running on a closed running lane, and the maximum value of the number of passengers of the automatic driving vehicle is a preset value;

the closed running lane comprises a main lane and an auxiliary lane; the main lane is closed, and is used for train running and station crossing running of the bicycle, and the train has the following requirements: the distance between the adjacent front and rear vehicles is a preset safety distance, and the speed of each vehicle in the train is a preset safety speed; two ends of the auxiliary lane are respectively connected to the outer side of the main lane, and an entrance intersection and an exit are formed at the connection position of the auxiliary lane and the main lane for the single vehicle on the main lane to run to the auxiliary lane; a plurality of stopping stations are arranged on the auxiliary lane at intervals, and the starting station or the destination station is one of the stopping stations;

Step 2, the bicycle runs from the current position to the starting station and stops;

step 3, after the preset parking time is finished, the bicycle starts to go out from the initial station and runs towards the entrance intersection to prepare to enter the main lane; when any one of the automatic driving vehicles is about to drive into the main lane, the automatic driving vehicle on the main lane is enabled to adjust the vehicle distance in advance in a vehicle speed adjusting mode according to traffic conditions by utilizing a cooperative control method, so that the driven single vehicle and the automatic driving vehicles in front and behind the driven single vehicle are ensured to have enough safe distances, and each automatic driving vehicle on the main lane is enabled to meet the requirement of the train;

step 4, the single vehicle runs to the exit intersection, exits the main lane, enters the auxiliary lane to prepare for entering a station, stops at the destination station, and returns to the step 1 after the preset stop time is finished;

in the step 4, when the single vehicle is about to reach a stop, the single vehicle is driven out of the main lane from a driving-out section of the auxiliary lane, is decelerated by a deceleration section, enters a boarding section, a alighting section and stops, and after the boarding and alighting passenger flow is completed, the single vehicle is accelerated to the rated speed of the main lane through an acceleration section, enters a driving-in section and then is integrated into the main lane through the driving-in intersection;

When the single vehicle leaves the main lane, the automatic driving vehicles on the main lane are subjected to vehicle distance adjustment in a vehicle speed adjustment mode according to traffic conditions by utilizing a cooperative control method, so that each automatic driving vehicle on the main lane reaches the requirement of the train;

in the step 3, the method for adjusting the distance of the automatic driving vehicle in advance according to the traffic condition by using the cooperative control method when any one of the automatic driving vehicles is about to drive into the main lane specifically includes the following train reorganization method:

definition: the vehicle j is the automatic driving vehicle needing to drive into the main lane, and the preset safe speed in the train of the main lane is v _reg The acceleration section is required to accelerate to v _reg Inserting a train of the main lane at a constant speed into the driving-in road section;

t＝2L ₀₁ /v _reg +Lr/v _reg (15)

in the formula (15), L ₀₁ Is the length of the acceleration road section; lr is the length of the entry road section;

step 32, according to equation (17), calculating the time t for each vehicle i of the main lane to reach the entrance intersection closest thereto _i ：

/>

step 33, above t _i I= (1, 2,) there is one i in the ratio ₀ So that

And->

Then vehicle i is selected ₀ With vehicle i ₀ -1 is the insertion position of the vehicle j;

d _mn,safe ＝max(t _s v _m +d _s ,(v _m -v _n )t _TTC +d _s +L _j ) (16)

in formula (16), t _s Is the minimum safe headway; v _m Is the speed of vehicle j; v _n The speed of the front vehicle which is the own vehicle; d, d _s The minimum distance between the front and rear vehicles after stopping; t is t _TTC Is the minimum safe TTC; l (L) _j The length of the vehicle is the length of the front vehicle; n is j, m is i ₀ ；

2. The method of dynamic automatic train rearrangement according to claim 1, wherein the step 1 is preceded by:

step 6, the passenger sends a task request of the destination station to a traffic big data platform through a client, wherein the traffic big data platform stores position information, speed information and vehicle running parameter information of each automatic driving vehicle and collects the position information of the passenger, and generates a riding order and selects a nearest stopping station from the current position of the passenger as the starting station according to the task request of the destination station, the position information and the speed information of the automatic driving vehicle and the position information of the passenger and outputs the riding order; the traffic big data platform transmits the tasks of the starting station and the destination station to a central command and control center of a train system, and the central command of the train system distributes the tasks of each automatic driving vehicle in real time, monitors the running state of each automatic driving vehicle in real time, coordinates the inbound speed, the stop time and the outbound speed of each automatic driving vehicle and processes the vehicle faults in real time.

3. The method of claim 2, wherein in the step 6, when the central command and control center of the train system monitors that there is a fault in the vehicle operation parameter information of the autopilot vehicle, the front vehicle of the fault vehicle is controlled to be decelerated to be mutually docked with the fault vehicle and to be towed forward, or the rear vehicle acceleration section of the fault vehicle is controlled to be docked with the fault vehicle and to propel the vehicle forward; in the fault clearing process, the central command and control center of the train system adjusts the distance between other vehicles according to traffic conditions in a mode of changing the running speed, so that each automatic driving vehicle on the main lane meets the requirement of the train.

4. The method of claim 1, wherein in the step 4, the method of adjusting the distance between the vehicles on the main lane in a manner of adjusting the vehicle speed according to the traffic condition by using the cooperative control method after the single vehicle exits the main lane comprises the following steps:

defining a vehicle i as the autonomous vehicle of the main lane to be driven out, wherein the vehicle i is a detachable vehicle, and the preset safe speed in the train of the main lane is v _reg ；

Step 41, calculating the maximum separation speed according to equation (10)

/>

In the formula (10), the amino acid sequence of the compound,

lateral acceleration for the vehicle i; />

step 42, selecting the value of the scaling factor delta according to the formula (10), and calculating the ideal separation speed from the formula (11)

In the formula (11), the value of the proportionality coefficient delta is more than or equal to 0.7 and less than or equal to 0.9;

Is the value of (1):

in the formula (12), the amino acid sequence of the compound,

a rear vehicle longitudinal braking deceleration for the vehicle i;

in the formula (13), a _f Is an acceleration critical value conforming to the comfort of the human body;

step 44, calculating available for screening according to equation (14)X of the detachable vehicle _c Is the value of (1):

in the formula (14), L is the distance from the exit of the vehicle i at the end of deceleration;

obtaining the distance between the vehicle in front of the exit road and the exit road corresponding to the starting station, and combining the distance with x _c Comparing if the distance is less than x _c The separation requirement is not satisfied; when the distance is greater than x _c Selecting it as the detachable vehicle, i.e. the vehicle i;

Step 46, after issuing a separation command to the vehicle i, and commanding the preceding vehicle of the vehicle i not to decelerate, the following vehicle of the vehicle i following the vehicle i with the same acceleration

And after keeping the constant speed for a period of time, the vehicle i drives out of the main lane, accelerates the rest of the decelerating vehicles, recovers the relation between the distance between the vehicle i and the train of the front main lane and the speed, and finishes the separation process.

5. The method for dynamically and automatically reorganizing train as in claim 1, wherein after receiving the order of taking the train, the central command of train system first determines whether all vehicles in train have fault condition, if so, it goes into "find optimal assistance vehicle logic" and then goes into "find optimal connection vehicle cycle"; if no vehicle reports a fault, the method enters a 'search for optimal connection vehicle circulation'.

6. The method of dynamic automatic reorganization of train as recited in claim 5, wherein the method of finding the optimal assistance vehicle logic is as follows:

According to equation (1), define the assistance cost:

J＝J _e +J _p +J _r (1)

in the formula (2) and the formula (3), W _d The running energy consumption is the unit distance; l (L) ₁ 、l ₂ The position of the current moment of the aid vehicle and the position of the current moment of the fault vehicle are respectively; p is the number of passengers carried by the assistance vehicle; v _h Is the average travel speed during forward assistance; g ₁ Is a weight coefficient;

wherein J is _p The waiting time cost for passengers represents the travel time of passengers in the assistance vehicle delayed by the assistance actions, and is related to the number of the passengers, the position of the assistance vehicle and the destination position, and the expression is as follows:

wherein J is _r The expression of the road cost is as follows:

7. The method for dynamically and automatically reorganizing a train according to claim 5, wherein the method for searching for the optimal connection vehicle cycle is as follows:

s ₀ ＝(j ₁ ,j ₂ ,...j _n ) (6)

wherein j is _m E { -1,1}, m = 1,2,., n, -1 represents the vehicle traveling in the auxiliary lane, 1 represents the vehicle traveling in the main lane, n is the total number of remaining vehicles in the lane to remove the fault and assist the vehicle;

every time the train of the main lane changes, the next time is recorded, and the state transition equation from the time t to the time t+1 is represented by the following formula (7):

Y _q ＝(0,0,...,y _q ,0,...0) (8)

in the formula (7) and the formula (8), Y _q Action array of vehicle number q at t moment, y _q E { -2,0,2} represents a specific action, -2 represents an inbound, 0 represents a keep-running state, and 2 represents an outbound;

next, according to equation (9), calculating the order receiving cost of each vehicle at the current moment:

/>

P′＝P ₁ +1+P _h (9)

wherein J' _e To receive the energy consumption cost of single transportation, l ₀ For the current position of the vehicle, l _start For the order initiation site, l _end For order destination site, W' _d 、W″ _d The energy consumption per unit distance after the process of going to the docking station and after receiving the passenger respectively,

average speed of travel g during travel to the docking station and after receiving the passenger, respectively ₂ As the weight coefficient, P ₁ 、1+P _h Number of passengers in the vehicle, P, during the travel to the docking station and after receiving the passengers, respectively _h Predictive identity for a traffic big data platform based on historical passenger order informationThe number of passengers in the sample order, P' is the number of the passengers which can be transported when taking the order;

according to the known information provided by the traffic big data platform, calculating and counting the order receiving cost of all vehicles at the current moment, selecting the current optimal vehicle as a 'planned order receiving vehicle' and sending an order receiving instruction to the corresponding vehicle; each time there is a state transition, judging whether the "to-be-picked-up single vehicle" at the previous moment is about to get in the station, if the vehicle does not get in the station, updating a vehicle state array, and restarting the cycle; if the vehicle enters the station, the cycle is ended.

8. A dynamic automatic reorganization train system using the method of any one of claims 1-7, comprising:

a closed travel lane comprising a main lane and an auxiliary lane; the main lane is arranged in a closed manner and is used for running in a train and running in a cross-station manner of a bicycle; two ends of the auxiliary lane are respectively connected to the outer side of the main lane, and an entrance intersection and an exit are formed at the connection position of the auxiliary lane and the main lane for the single vehicle on the main lane to run to the auxiliary lane; a plurality of stopping stations are arranged on the auxiliary lane at intervals, and the starting station or the destination station is one of the stopping stations;

The automatic driving vehicles form a train in the closed running lane, and the requirements of the train are as follows: the distance between the adjacent front and rear vehicles is a preset safety distance, and the speed of each vehicle in the train is a preset safety speed; the maximum value of the passenger carrying number of each automatic driving vehicle is a preset value, and the single vehicle is the automatic driving vehicle which receives and executes the tasks of the starting station and the destination station;

a vehicle sensor provided at the main lane and the auxiliary lane for sensing the presence and the vehicle state of the vehicle at a preset position in real time;

the traffic big data platform is used for receiving a task request of the destination station sent by a passenger through a client, storing position information, speed information and vehicle operation parameter information of each automatic driving vehicle, collecting the position information of the passenger, generating a riding order and selecting a nearest stopping station from the current position of the passenger as the starting station according to instructions of the starting station and the destination station, the position information and the speed information of the automatic driving vehicle and the position information of the passenger, and outputting the riding order; and

9. The dynamic automatic reorganization train system according to claim 8, wherein the auxiliary lanes sequentially include an outgoing section (Lc), a decelerating section (L ₁₀ ) Road section for boarding and disembarking (L) ₀ ) Acceleration section (L) ₀₁ ) And an entry link (Lr), wherein: the junction of the outgoing road section (Lc) and the main lane forms the outgoing road mouths (A1, A2), the junction of the incoming road section (Lr) and the main lane forms the incoming road mouths (B1, B2), the center line (O1) of the outgoing road section (Lc) and the center line (O2) of the incoming road section (Lr) have the characteristic of second-order continuity and are tangent to the center line (O3) of the center line of the main road section respectively, the deceleration road section (L) ₁₀ ) And an acceleration section (L) ₀₁ ) Is substantially equal in length and is proportional to the preset safety speed, the boarding and disembarking section (L ₀ ) Is positively correlated with the preset passenger flow volume.

10. The dynamic automatic reorganization train system according to claim 8, wherein the main lane includes a turn-around section (C) and a main section, the auxiliary lane is connected to an outside of the main section such that a first sub-section (S1) of the main section is juxtaposed to the auxiliary lane, a second sub-section (S2) of the main section is connected in series with the auxiliary lane, and a plurality of stops are provided at intervals between the turn-around section (C) and the second sub-section (S2).

11. The dynamic automatic reorganization train system of any one of claims 8 to 10, further comprising a traffic big data subsystem including the traffic big data platform, the train system central command and control center, and a traffic big data storage module including:

the vehicle running information sub-module is used for storing parameters such as position information, speed information and other vehicle running information of the automatic driving vehicle, and the parameters are sent to the traffic big data platform in real time by the vehicle;

the passenger travel information sub-module is used for storing travel demand parameters such as passenger position information, order information and the like, and the parameters are sent to the traffic big data platform by the mobile terminal;

The lane information sub-module is used for storing the road condition information of the main lane and the auxiliary lane, and the parameters are sent to the traffic big data platform in real time by the road sensor;

the fault and maintenance information sub-module is used for storing parameters such as fault condition information and maintenance condition information of the automatic driving vehicle, and the parameters are sent to the traffic big data platform in real time by the vehicle.

12. The dynamic automatic reorganization train system of claim 11, further comprising a traffic trip subsystem, the traffic trip subsystem including:

the mobile terminal traffic trip module is in communication connection with the traffic big data platform and is used for enabling passengers to reserve a task request from a given starting station to a given destination station through a mobile terminal at a specified time and receiving the riding order issued by the train system central command and control center and the position information of the starting station;

the station auxiliary prompt module is used for informing passengers in a waiting area of receiving and sending vehicle information through the display screen, reminding the passengers of getting on and off the vehicle ready, and feeding back relevant information in real time when the passengers receive the vehicle at a later time due to the vehicle failure.

13. The dynamic automatic reorganization train system of claim 11, wherein the train system central command and control center includes:

the vehicle dispatching decision-making module comprises a vehicle dispatching task planning submodule and a train dynamic reorganization movement planning submodule, wherein the vehicle dispatching task planning submodule is used for deciding vehicles for separating trains into stations and vehicles for separating the stations into the trains in real time and designating the vehicles to go to aid when the faults of the vehicles are monitored; the train dynamic reorganization motion planning submodule is used for deciding in real time how the vehicles at different positions of the road in the train adjust the speed of the vehicles so as to adapt to the separation/insertion of the upcoming partial vehicles.