CN111152819A

CN111152819A - Vehicle source and train control method based on time difference measurement between vehicle information sources

Info

Publication number: CN111152819A
Application number: CN202010011855.XA
Authority: CN
Inventors: 不公告发明人
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-01-06
Filing date: 2020-01-06
Publication date: 2020-05-15

Abstract

A vehicle time source for measuring time difference between vehicle information sources comprises a detection module DM, a time measurement module TMM, a transmission module TM and a power supply module PM, wherein the DM detects that a vehicle information source VS generates a time measurement signal MS and transmits the time measurement signal MS to the TMM, the TMM generates time measurement data TD and transmits the time measurement data TD to the TM when different vehicle information sources reach the same space event time difference, and the TM generates a time measurement data array transmission signal TS and transmits the time measurement data array transmission signal TS to an air space. A train control method includes that a train obtains a time measurement data array by TS, and then a time interval lower limit value T required for guaranteeing the running safety of the current train is calculated according to the time measurement data array obtained by TS_LLTIJudging when the time interval reaches T_LLTIThe time interval acquired when the vehicle reaches the front is recovered and kept at T by adopting the braking control_LLTIAbove. By utilizing the method and the device, the train can automatically adopt credible control aiming at the prior train to effectively overcome the risk of high-speed rear-end collision. The invention also provides a method for identifying the braking intention of the prior train and a method for identifying the completeness of the prior trainA sex check method and a method for measuring the early speed of a prior train.

Description

Vehicle source and train control method based on time difference measurement between vehicle information sources

Technical Field

The invention relates to the technical field of rail transit signals, in particular to a train time source and train control method based on time difference measurement between vehicle information sources.

Background

With the rapid development of high-speed railway transportation, trains run at high speed, great traffic convenience is obtained, meanwhile, the risk of tracking a potential high-speed rear-end collision major hazard event between running trains is generated, and how to prevent the occurrence of the major hazard is a new major problem in the field of high-speed railway transportation. With the great progress of microelectronic technology and information technology, informatization is made into a preferable means for effectively solving the problem of train operation safety. Safety integrity levels (Safety integrity levels) are distinguished by the probability of dangerous failure occurring per hour, the existing train operation control system cannot guarantee the Safety integrity level required by SIL4, and the Safety integrity level of the train operation control system can be improved by reducing the risk of serious damage caused by high-speed rear-end collision of a train.

Disclosure of Invention

The invention aims to solve the problem of the risk of high-speed rear-end collision of a train, and provides a train source and a train control method based on time difference measurement between vehicle information sources. The invention also provides a method for identifying the braking intention of the prior train, a method for checking the integrity of the prior train and a method for measuring the early-stage speed of the prior train.

In order to achieve the above object, in one aspect, the present invention provides a vehicle time source disposed on a track line for measuring time differences between different vehicle information sources reaching the same spatial event, including a detection module, a time measurement module, a transmission module and a power supply module. The detection module outputs a time measurement signal to the time measurement module, the time measurement module outputs time measurement data to the transmission module, the transmission module outputs a time measurement data array to the air space, and the power supply module outputs electric energy to the detection module, the time measurement module and the transmission module.

Preferably, the vehicle information source is an onboard device which is excited by the spatial approach or departure of the train and comprises electric charge movement, magnetic change, light change or electromotive force change.

Preferably, the detection module outputs the time measurement signal at a time point when the vehicle information source arrives at the space event.

Preferably, the horological module generates the horological data by measuring time intervals between different time points when different vehicle information sources reach the same spatial event.

Preferably, the transmission module generates the time measurement data array by using the time measurement data selected in the reverse order of the time measurement data generation time point.

On the other hand, the invention also provides a train control method, which comprises the following steps: s11, determining the time interval between the sequence vehicle information source and the same space sequence event; s12, calculating a time interval lower limit value required for ensuring the running safety of the current train according to the determined time interval; and S13, when the time interval reaches the time interval lower limit value, generating a control signal for braking to perform braking control, and restoring the time interval determined when the current train subsequently runs to the front space and keeping the time interval above the time interval lower limit value calculated accordingly.

Preferably, in step S12, the calculation time interval lower limit value T is_LLTIComprises the following steps: t is_LLTI＝f(A_P，A_B，A_PB，L_P，L_B) Wherein A is_PFor the current train time interval, A_BFor preceding train time intervals, A_PBIs the time interval between the current train and the previous train, L_PIs a and A_PCorresponding current train information source spacing, L_BIs a and A_BThe corresponding prior train source spacing.

Preferably, in step S12, the calculating the lower limit of the time interval is a preset lower limit, and the calculating includes pre-storing the compiled different current train time intervals, the different current train vehicle information source distances corresponding to the current train time intervals, the different previous train vehicle information source distances corresponding to the previous train time intervals, and the different lower limit of the time interval between the different current train and the previous train time interval; and reading the stored lower limit value according to the determined different current train time intervals, the different current train vehicle information source intervals corresponding to the current train time intervals, the different previous train vehicle information source intervals corresponding to the previous train time intervals and the different current train and previous train time intervals.

In still another aspect, the present invention further provides a method for recognizing a braking intention of a preceding train, comprising the steps of: s21, determining the time interval between the sequence vehicle information source and the same space sequence event; s22, calculating the time interval lower limit value required for ensuring the running safety of the prior train according to the determined time interval; and S23, judging that the braking of the prior train is the braking for preventing the prior train from rear-end collision when the time interval of the prior train reaches the time interval lower limit value required by the running safety of the prior train.

Preferably, in step S22, the calculation time interval lower limit value T is_LLTIBComprises the following steps: t is_LLTIB＝f(A_B，A_BB，A_PBB，L_B，L_BB) Wherein A is_BFor preceding train time intervals, A_BBA preceding train time interval for a preceding train, A_PBBFor the preceding train and the preceding train time interval of the preceding train, L_BIs a and A_BCorresponding previous train information source spacing, L_BBIs a and A_BBA previous train vehicle source spacing of a corresponding previous train.

Preferably, in step 22, the calculating the lower limit value of the time interval adopts a preset lower limit value, and includes pre-storing the programmed different time intervals of the previous train, the time intervals of the previous train vehicles different from the previous train corresponding to the time intervals of the previous train, and the lower limit value of the different time intervals of the previous train and the previous train under the time intervals of the previous train; the stored lower limit value is read based on the determined different prior train time interval, the different prior train vehicle source spacing corresponding to the prior train time interval, the different prior train time interval of the prior train, the different prior train vehicle source spacing of the prior train corresponding to the prior train time interval of the prior train, and the different prior train and prior train time interval of the prior train.

In another aspect, the present invention further provides a method for checking integrity of a preceding train, including the steps of: s31, determining the time interval between the sequence vehicle information source and the same space sequence event; s32, calculating the integrity criterion characteristic quantity of the prior train according to the determined time interval; and S33, judging that the integrity of the prior train is lost when the criterion characteristic quantity reaches a preset threshold value.

Preferably, in step S32, the criterion characteristic quantity R is calculated_CPComprises the following steps: r_CP＝A_ML_N/A_NL_MWherein A is_MFor preceding train tail time interval, A_NFor a preceding train head time interval, L_MIs a and A_MCorresponding previous train information source spacing, L_NIs a and A_NThe corresponding prior train source spacing.

Preferably, in step S33, the threshold is a constant value.

In another aspect, the present invention further provides a method for measuring a speed of a preceding train, including the steps of: s41, determining the time interval between the sequence vehicle information source and the same space sequence event; and S42, calculating the previous train speed according to the determined time interval.

Preferably, in step S42, the calculating of the previous train speed V is performed_BComprises the following steps: v_B＝L_K/A_KWherein A is_KFor preceding train time intervals, L_KIs a and A_KThe corresponding prior train source spacing.

The invention has the advantages that by utilizing the invention, the train can establish a main locomotive signal for preventing high-speed rear-end collision with complete function and independent operation, and is friendly and compatible with the existing CTCS-2 and CTCS-3 train operation control systems, the train can automatically adopt credible control for preventing high-speed rear-end collision aiming at the prior train, and the risk of high-speed rear-end collision is effectively overcome.

Drawings

FIG. 1 is a schematic view of the source and train wheels arrangement of the preferred embodiment 1 of the present invention;

FIG. 2 is a power supply circuit diagram of the vehicle according to the preferred embodiment of the present invention 1;

FIG. 3 is a schematic diagram of a train information source according to the preferred embodiment of the present invention 1;

FIG. 4 is a timing diagram of the vehicle source according to the preferred embodiment 1 of the present invention;

FIG. 5 is a schematic view of the spatial relationship of facilities according to the preferred embodiment 1 of the present invention;

FIG. 6 is a schematic diagram of an application scenario of the preferred embodiment 1 of the present invention;

FIG. 7 is a schematic view of the layout of the facilities in accordance with the preferred embodiment 1 of the present invention;

FIG. 8 is a schematic diagram of the data array elements measured in accordance with the preferred embodiment of the present invention 1;

FIG. 9 is a schematic diagram illustrating a scenario of generating a data array during measurement according to a preferred embodiment of the present invention 1;

FIG. 10 is a timing diagram illustrating a vehicle source application scenario according to the preferred embodiment of the present invention 1;

FIG. 11 is a block diagram of the process flow of the time measuring module and the transmission module according to the preferred embodiment 1 of the present invention;

FIG. 12 is a schematic diagram of a train equipment layout according to the preferred embodiment 1 of the present invention;

FIG. 13 is a schematic diagram of the recognition of time-measuring data elements at the head and tail of the train in accordance with the preferred embodiment of the present invention 1;

FIG. 14 is a diagram illustrating the timing of the transmission signal intervals according to the preferred embodiment 1 of the present invention;

FIG. 15 is a diagram illustrating the establishment of a lower limit value of a time interval in accordance with the preferred embodiment 1 of the present invention;

FIG. 16 is a schematic diagram of a train control process according to the preferred embodiment 1 of the present invention;

FIG. 17 is a schematic block diagram of a vehicle source according to the present invention;

FIG. 18 is a flow chart of a train control method of the present invention;

FIG. 19 is a schematic view of the layout of the facilities in accordance with the preferred embodiment 2 of the present invention;

FIG. 20 is a timing diagram of the source when the vehicle is operated according to the preferred embodiment 2 of the present invention;

FIG. 21 is a schematic view of the spatial relationship of the facilities according to the preferred embodiment 2 of the present invention;

FIG. 22 is a schematic diagram of an application scenario of the preferred embodiment 2 of the present invention;

FIG. 23 is a schematic diagram of the data array elements measured in accordance with the preferred embodiment 2 of the present invention;

FIG. 24 is a timing diagram illustrating a vehicle source application scenario according to the preferred embodiment of the present invention 2;

FIG. 25 is a block diagram of the process flow of the time measurement module and the transmission module according to the preferred embodiment 2 of the present invention;

FIG. 26 is a schematic view of the layout of the facilities in accordance with the preferred embodiment 3 of the present invention;

fig. 27 is a circuit diagram of the vehicle-mounted source circuit according to the preferred embodiment 3 of the present invention;

FIG. 28 is a power supply circuit diagram of the vehicle according to the preferred embodiment of the present invention 3;

FIG. 29 is a timing diagram of the source when the vehicle is in accordance with the preferred embodiment 3 of the present invention;

FIG. 30 is a schematic diagram of an application scenario of the preferred embodiment 3 of the present invention;

FIG. 31 is a schematic diagram of the data array elements measured in accordance with the preferred embodiment of the present invention 3;

FIG. 32 is a diagram illustrating a scenario of generating a data array during time measurement according to a preferred embodiment 3 of the present invention;

FIG. 33 is a timing diagram illustrating a source application scenario during a vehicle operation according to the preferred embodiment of the present invention 3;

FIG. 34 is a block diagram of the flow of the detection module, horological module and transport module processes in accordance with a preferred embodiment of the present invention;

FIG. 35 is a schematic view of the layout of the facilities in accordance with the preferred embodiment of the present invention 4;

FIG. 36 is a power supply circuit diagram of the vehicle according to the preferred embodiment of the present invention 4;

FIG. 37 is a timing diagram of the source of the vehicle according to the preferred embodiment 4 of the present invention;

FIG. 38 is a diagram illustrating an application scenario of the preferred embodiment 4 of the present invention;

FIG. 39 is a schematic diagram of the data array elements measured in accordance with the preferred embodiment of the present invention 4;

FIG. 40 is a timing diagram illustrating a vehicle source application scenario according to the preferred embodiment of the present invention;

FIG. 41 is a block diagram of the flow of the timing module and the transmission module processes according to the preferred embodiment of the present invention.

Description of the reference numerals

Coil1 Coil1 Coil2 Coil2 ANT antenna

VS vehicle source signal MS time measurement signal TS transmission signal

V_DMDetection module power supply V_TIMTMTime measuring module and transmission module power supply

L_DIVehicle source spacingDA detection area UA non-detection area

L_TInformation source spacing of train tail vehicles

L_HTrain head vehicle information source spacing

A_kMagnitude of time measurement data array element k

t_iWhen the vehicle information source arrives at the vehicle at the time point of the occurrence of the vehicle source space event at the time point of i

A_i(n) time measurement data array with width n under vehicle source space when vehicle information source arrives at vehicle at time i

L_H0Current train head vehicle information source spacing

L_T1Information source distance of wheels at tail part of first train

L_H1Vehicle source spacing of leading first train head

L_T2Information source spacing of vehicles at the end of the preceding second train

L_H2Leading second train head vehicle source spacing

L_T3Information source distance between vehicles at tail part of third row of vehicles

T_STITrain distance of transmission signal interval time V train speed S train

T_LLTILower limit value V of time interval_HPCurrent train head speed V_TBFirst train tail speed

S_HPCurrent train head course S_HPWCurrently preferred head range S of train_TBFirst train tail end course

TDM time measuring module of T time DM detection module

TM transmission module PM power module TD time measurement data

V_OBSSignal module power supply V_DMTIMTMDetection module, time measuring module and transmission module power supply

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the preferred embodiments of the present invention, and it is obvious that the described embodiments are some, not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

As shown in fig. 1, which is a schematic diagram of a vehicle source and a train wheel arrangement according to a preferred embodiment 1 of the present invention, the vehicle source is mounted on a track near the outer edge of the wheel in a single-module structure, and includes an induction Coil1, an induction Coil2, and a transmission antenna ANT. When the vehicle wheel runs through the space where the vehicle source is located along the track line, the Coil1 and the Coil2 sense the approaching and departing of the metal objects at the outer edge of the vehicle wheel and the metal objects at the outer edge of the vehicle wheel to each other alternately, and the vehicle source generates a transmission signal under the control of the alternate change of the metal objects at the outer edge of the vehicle wheel and the air and outputs the transmission signal to the air space through the transmission antenna ANT.

Fig. 2 is a schematic diagram of a vehicle power circuit according to a preferred embodiment 1 of the present invention, which includes a detection module, a time measurement module, a transmission module, and a power module.

The detection module adopts an LDC0851 integrated circuit to detect the difference between the electromagnetic property of the metal object at the outer edge of the wheel and the electromagnetic property of the air between the outer edges of the wheel, the LDC0851 is an inductance short-distance induction switch, when the metal object at the outer edge of the conductive object wheel enters the approaching range of induction coils Coil1 and Coil2, the magnetism of the coils Coil1 and Coil2 is changed to trigger the switch, and when the metal object at the outer edge of the conductive object wheel leaves and the approaching range of the induction coils Coil1 and Coil2 is restored to the air, the switch is influenced by the electromagnetic property of the air to restore the magnetism of the coils Coil1 and Coil2, and the switch is restored to the original state. The detection module shown in fig. 2 generates the horological signal MS shown in fig. 4 under the control of a vehicle source that changes magnetically, with pin 5 of LDC0851 going to pin CC1312R of the horological module and the transmit module shown in fig. 2. The built-in hysteresis function of the LDC0851 can ensure a reliable switching threshold, so that the LDC is not influenced by mechanical vibration; the built-in differential circuit can prevent false triggering caused by environmental factors such as temperature change or humidity influence; the inductive switch can realize reliable and accurate induction even in the environment with dust, oil stain or moisture, and is very suitable for severe or dirty environment; the LDC0851 does not need to use a magnet and is not affected by a DC magnetic field. In the embodiment, the LDC0851 finishes sampling every 2.5cm when the wheel of the train travels at the speed of 360km/h at the sampling rate of 4ksps, the working temperature ranges from minus 40 ℃ to plus 125 ℃, the power supply voltage is 3.3V, the LDC0851 enabling pin 4 is connected to the power supply pin 8, and once the power supply voltage reaches 3.3V, the continuous detection is carried out at the sampling rate of 4 ksps.

The time measurement module and the transmission module both adopt a wireless single chip microcomputer CC1312R integrated circuit together to realize all functions including time difference measurement, array generation and transmission signal output. The CC1312R has the working performance of extremely low power consumption and extremely low voltage, the single chip microcomputer works with an internal clock of 2MHz, a counter arranged in the CC1312R measures time difference in a mode of accumulating machine cycle number, the time difference measurement comprises millisecond precision measurement of an initial section and second precision measurement of a subsequent section, the time difference measurement data comprises millisecond data and second data, 0000-7 d00 records the millisecond data with 0-8 second resolution of 0.25mS, 8000-eddd records the second data with 8-900 second resolution of 32mS, 7f 01-7 fff and edde-ffff record vehicle-time source parameters and track line parameters, and the time difference measurement range is 15 min. The program interrupt is triggered when the timing signal MS of CC1312R pin 7 changes logic state, initiating program operations including time difference measurement, array generation, and transmission signal output. The time difference is measured as the process of acquiring measured data at time intervals between the occurrence points of the time-varying signal MS changing logic state events with the electromotive force change control CC1312R that changes logic state with the different time-varying signal MS. The array generation is a process of generating a time measurement data array by selecting time measurement data combination, in the embodiment, the time measurement data selected in reverse order according to different time measurement data generation time points by taking the current time measurement data generation time point as an initial time measurement data array, and the element number of the time measurement data array is 38. The transmission signal output is a transmission signal which outputs time measurement data array information including the radio frequency power to the air space by the wireless single chip microcomputer CC1312R, and comprises the operations of starting the radio frequency power, outputting 868MHzFSK signals and closing the radio frequency power. The transmission signal of the transmission module is programmed at 868MHz, modulated with FSK, with an output power of 10dBm and an FSK data rate of 250 kBaud. The transmission of a complete time measurement data array takes less than 5mS, corresponding to a train running at the speed of 360km/h, and the displacement of the train is less than 50cm in a period of 5mS corresponding to the receiving of the transmission signal by the vehicle-mounted equipment.

The power module employs an LTC3588-2 ultra-static current power supply designed specifically for energy harvesting elements and/or low current step-down applications. The LTC3588-2 integrates a low-loss full-wave bridge and a high-efficiency buck converter, can efficiently extract energy of a piezoelectric device, can continuously output 100mA current, and is suitable for lithium ion batteries, phosphorus lithium ion batteries and super capacitors. In the embodiment 1, a super capacitor is used for storing energy, two power supplies are arranged in the figure, two LTCs 3588-2 share one piezoelectric element PFCB-W14 to obtain environmental vibration energy, when the crystal structure of the piezoelectric ceramic is compressed, and the internal dipoles move to generate voltage, the piezoelectric effect is generated, and when the molecules repel each other, the polymer elements composed of long-chain molecules generate voltage. The LTC3588-2 is very suitable for collecting and applying vibration energy, the train-time source is installed in a space where train running vibration energy can be obtained, and the train-time source detection module is activated by obtaining the vibration energy conducted through a track before the train runs to the train-time source position. In the figure C_S1And C_S2The energy storage capacitor, the time measuring module and the transmission module are selected according to the specific model of the rail train and the actual condition of the rail vibration conduction effect_TIMTMAnd power supply is carried out, so that when the vehicle-mounted source is far away from the train vibration source providing vibration energy, the timing module and the transmission module can still continuously carry out time difference measurement until 15min full range.

As shown in fig. 3, which is a schematic diagram of a train vehicle information source according to a preferred embodiment 1 of the present invention, it can be seen that the vehicle information source includes a vehicle metal part at the outer edge of a wheel and a vehicle air part between the outer edges of the wheel, the vehicle information source takes the electromagnetic property difference between the vehicle metal part and the vehicle air part as a detection object, and takes the spatial relationship between the inherent electromagnetic property difference and the inherent arrangement between the vehicle metal part and the vehicle air part as the vehicle information source of this embodiment. When the vehicle metal parts and the vehicle air parts sequentially pass through the detection range of the vehicle source detection module along with the running of the train, the train outputs the vehicle source signals in sequence to the detection module, and the detection module acquires the vehicle signals VS with the electromagnetic characteristics changing alternately as shown in the figure 4. The embodiment takes the vehicle metal parts and the vehicle air parts as the vehicle information source, which is beneficial to ensuring the objectivity of the vehicle information source for obtaining the train running state information, and under the condition that the integrity of the train is intact, the train can ensure that the inherent electromagnetic property difference and the inherent spatial relationship between the vehicle metal parts and the vehicle air parts are not changed all the time in the running time and the spatial range.

As shown in fig. 4, which is a timing chart of the vehicle source according to the preferred embodiment 1 of the present invention, VS is a vehicle source composed of wheel metal parts and vehicle air parts, which are magnetically and alternately changed, and outputs to the vehicle source, a vehicle source signal for exciting the change of the rule of the charge movement generated inside the vehicle source.

Fig. 5 is a schematic view showing the spatial relationship of facilities according to the preferred embodiment 1 of the present invention. As shown in fig. 5(a), for any train, the first wheel, the second wheel and the third wheel … … are arranged in sequence from the head of the train to the tail of the train; as can be seen in FIG. 5(b), L_HFor the signal source spacing of the head train vehicles, L_TThe distance between the signal sources of the vehicles at the tail of the train; as can be seen from fig. 5(c), the first train and the current train run along the same track of the track line in the train running direction, the rear nearest train source, the current train source and the front nearest train source are arranged on the track, the current train in front of the first train is the first train, the third wheel of the current train just runs to reach the current train source space, the third wheel of the current train is the current wheel, and the first wheel of the second wheel of the current train, the first second wheel of the first wheel of the current train, the first third wheel of the tail part of the first train and the first fourth wheel of the tail part of the first train are sequentially arranged in front of the current wheel。

As shown in fig. 6, which is a schematic view of an application scenario of the preferred embodiment 1 of the present invention, it can be seen that the trains 1, 2 and 3 run along the track line in the same track in the driving direction, and the vehicle source 1, 2, 3, 4 and 5 runs in L_DIThe distance is set at intervals, the vehicle source 2, the vehicle source 4 and the vehicle source 5 in the track line range occupied by the running train can acquire the vibration energy of the track line, and the power supply V of the detection module_DMCan ensure that the working voltage of the detection module is required, and V is obtained after the train runs and leaves_DMThe voltage of the power supply is reduced along with the time electric energy exhaustion, and the vehicle source 1 and the vehicle source 3 are in V_DMThe detection dormancy area of the power supply electric energy exhaustion, the vehicle source 2, the vehicle source 4 and the vehicle source 5 are in V_DMThe continuous detection area with normal power supply is shown as UA (user authentication area) and DA (data access) in the figure as continuous detection area, so that the vibration energy of the train can be bidirectionally conducted along the track by using the rigidity of the track, the conduction performance is relatively stable, and V is_DMThe power supply can acquire vibration energy in advance before the vehicle information source reaches the vehicle-time source space and reach an electric energy exhaustion state after the vehicle information source leaves the vehicle-time source space, namely, the continuous detection area DA can automatically meet the requirement of detecting all the vehicle information sources. In the figure V_TIMTMThe time measuring module and the transmission module are power supplies and are realized by micro-energy-consumption circuits, so that V can be ensured_TIMTMWhen the vibration energy is reduced after the train leaves, the voltage is always kept in the required voltage range within the time range of 32768S, so that the continuous time measurement is ensured. In the figure, the tail wheel of the train 1, the 8 th wheel of the train 2 and the 3 rd wheel of the train 3 just reach the spaces of the vehicle-time source 5, the vehicle-time source 4 and the vehicle-time source 2 respectively, and the vehicle-time source 5, the vehicle-time source 4 and the vehicle-time source 2 respectively detect respective vehicle metal parts and output respective transmission signals TS. L shown in the figure_TFor the distance between the signal sources of the vehicles at the end of the train, L_HThe source spacing for the head of train vehicles.

As shown in fig. 7, which is a schematic diagram of an apparatus arrangement according to preferred embodiment 1 of the present invention, it can be seen from the figure that the track line, the train, the vehicle-mounted apparatus and the vehicle-mounted source are arranged as shown in fig. 5, the preceding second train, the preceding first train and the current train run in the same track following manner according to the running direction of the train, the preceding second train, the preceding first train and the current train sequentially pass through the space where the rear nearest vehicle-mounted source, the current vehicle-mounted source, the front nearest vehicle-mounted source, the front second vehicle-mounted source and the front third vehicle-mounted source are located, the vehicle-mounted apparatus is provided at the head of all the trains, the third wheel of the current train just runs to reach the current vehicle-mounted source space, and the current vehicle-mounted source just detects the arrival of the metal part of the third wheel.

Fig. 8 is a schematic diagram of elements of a time measurement data array in accordance with a preferred embodiment 1 of the present invention, where fig. 8 shows train wheels corresponding to part of elements of the time measurement data array included in a transmission signal TS output by the vehicle-time source 2 when a third wheel of a train 3 shown in fig. 6 runs to reach the vehicle-time source 2, although only part of the elements are shown in the diagram, the train wheels can still be determined by using a rule generated by the part of the elements shown in the diagram, and the element is a time interval between events of the source 2 when every two adjacent train wheels of one train wheel at intervals arrive successively.

Fig. 9 is a schematic diagram of a time measurement data array generation scenario in accordance with a preferred embodiment 1 of the present invention, and fig. 9(a) shows a time measurement data array a in a source space when a first wheel of a train arrives at a train in a train running condition as shown in fig. 6_E(38) Partial element quantity values, and FIG. 9(b) shows the data array A at the time of arrival of the second wheel of the train at the source space under the train running condition as shown in FIG. 6_F(38) Partial element values, FIG. 9(c) shows the time-of-arrival data array A of the third wheel of the train at the source space under the train operating condition shown in FIG. 6_G(38) Partial element magnitudes. Although fig. 9 only shows the magnitude of some elements of the data array when some wheels reach the vehicle source and are measured under the vehicle, for the sake of illustration, those skilled in the art can understand the rule of the elements shown in fig. 9 to determine all other elements not shown and the time measurement data array of all wheels.

FIG. 10 is a timing diagram of a vehicle source application scenario in FIG. 1 according to the preferred embodiment of the present invention, wherein VS is as followsFig. 7 shows that the vehicle source signal obtained by the current vehicle time source is a time measurement signal generated inside the current vehicle time source MS, the TS is a transmission signal output by the current vehicle time source TS, and_atime point, t, for the arrival of the first wheel of the preceding second train at the current vehicle source as shown in fig. 7_bAt the time point when the preceding second train rear wheel reaches the current train source, t_cTime point t of the previous first train first wheel reaching the present vehicle source as shown in fig. 7_dAt the time point when the preceding rear wheel of the first train reaches the current vehicle source, t_eThe time point, t, when the first wheel of the current train reaches the current vehicle source as shown in FIG. 7_gThe time point when the third wheel of the current train reaches the current train-time source is shown. It can be seen that the present vehicle time source controls and generates the time signal MS and the output transport signal TS with the vehicle hardware signal VS when each vehicle hardware reaches its space, as shown in fig. 7 for the present vehicle time source at t_aOutput A_A(38) At t_bOutput A_B(38) At t_cOutput A_C(38) At t_dOutput A_D(38) At t_eOutput A_E(38) At t_gOutput A_G(38). In the figure, TS, MS, and TS interval time sizes are shown as the length of the distance.

Fig. 11 is a block diagram showing the flow of the timing module and the transmission module according to the preferred embodiment 1 of the present invention. In the flow chart, the CC1312R acquires a time measurement signal MS, which is a process of acquiring a drop change of electromotive force of the LDC0851 pin 5 by using the CC1312R pin 7. It is to be understood that although this embodiment is directed to transferring a message of the point in time when the vehicle source space event occurred to the vehicle at the time of the vehicle to the CC1312R pin 7 with the LDC0851 pin 5 emf drop, various circuit changes or variations may be made, such as using charge movement, magnetic changes or light changes to transfer a message of the vehicle source space event to the time of the vehicle at the time of the vehicle to the time of the vehicle.

As shown in fig. 12, a schematic diagram of a train equipment layout according to a preferred embodiment 1 of the present invention includes an ANT, a connecting cable, and a vehicle-mounted device. Therefore, the time measurement data array for the vehicle-mounted equipment to obtain the time measurement data array when the third wheel reaches the vehicle sourceInformation, receiving antenna ANT is installed at the position close to the third wheel, and transmission signal TS output by vehicle source is transmitted to the train vehicle-mounted equipment through ANT and connecting cable. When the third wheel of the current train just runs to reach the current train source space as shown in fig. 7, the current train source output includes a_G(38) The transmission signal of the time measurement data array information is acquired by the current train-mounted equipment through near field communication, and the transmission signal TS output to the air space from the current train source is favorable for acquiring the time measurement data array A_G(38) And (4) information.

FIG. 13 is a schematic diagram of the temporal data element identification at the head and end of train of the preferred embodiment 1 of the present invention, the present invention employs machine vision for the temporal data element identification at the head and end of train, FIG. 13(a) illustrates a method for determining a threshold using a large law, the threshold employing a threshold that achieves a maximum between class variance, FIG. 13(b) illustrates, on the one hand, a binarized image comparing the temporal data element magnitude with a threshold magnitude, the binarized image being assigned a HIGH value when the temporal data element magnitude is greater than or equal to the threshold and a LOW value when the temporal data element magnitude is less than the threshold, and, on the other hand, FIG. 13(b) illustrates a method for extracting features using machine vision, including determining ① that the current train head contour is A₁，A₁The current train time interval is the time difference between the arrival of different vehicle information sources of the current train at the same space event, A₁For a distance L from the current train head vehicle source_H0Corresponding time interval, ② first train Profile A₄A₅A₆A₇A₈A₉A₁₀A₁₁A₁₂A₁₃A₁₄A₁₅A₁₆A₁₇，A₄A₅A₆A₇A₈A₉A₁₀A₁₁A₁₂A₁₃A₁₄A₁₅A₁₆A₁₇For a first preceding train time interval, which is the time difference between different vehicle sources arriving at the same space event for the first preceding train, the rear wheel of the first preceding trainProfile is A₄，A₄Is a distance L from the information source of the vehicle at the tail part of the first train_T1Corresponding time interval, first train head profile A₁₇，A₁₇For a distance L from the source of the vehicle in the head of the preceding first train_H1Corresponding time interval, ③ first second train profile is A₂₀A₂₁A₂₂A₂₃A₂₄A₂₅A₂₆A₂₇A₂₈A₂₉A₃₀A₃₁A₃₂A₃₃，A₂₀A₂₁A₂₂A₂₃A₂₄A₂₅A₂₆A₂₇A₂₈A₂₉A₃₀A₃₁A₃₂A₃₃For the time interval of the prior second train, the time interval of the prior second train is the time difference between the arrival of different vehicle information sources of the prior second train at the same space event, and the profile of the tail part of the prior second train is A₂₀， A₂₀For a distance L from the source of the leading second rear-of-train vehicle_T2Corresponding time interval, leading second train head profile A₃₃， A₃₃For a distance L from the source of the leading second train_H2Corresponding time interval, ④ first third train Profile A₃₆A₃₇A₃₈，A₃₆A₃₇A₃₈The time interval of the third train is the time difference between the arrival of different vehicle information sources of the third train at the same space event, and the tail part outline of the third train is A₃₆，A₃₆For a distance L from the vehicle information source at the tail of the preceding third train_T3Corresponding time interval, ⑤ A₂、A₃Is the time interval between the current train and the first train, the time interval between the current train and the first train is the time difference between the current train information source and the first train information source reaching the same space event, A₁₈、A₁₉For a first train prior to a second train time interval, the first train prior to the second train time interval being the first train information source arriving in the same space as the second train prior to the first train information sourceTime difference between events, A₃₄、A₃₅The second prior train time interval is the time interval between the second prior train and the third prior train, which is the time difference between the arrival of the same spatial event at the vehicle source of the second prior train and the vehicle source of the third prior train.

Fig. 14 is a schematic diagram showing the time intervals between the transmission signals according to the preferred embodiment 1 of the present invention, and it can be seen that, when the train-vehicle sources are arranged along the track line at 200m intervals, a train running at a speed of 360km/h can acquire transmission signals at intervals of 2S, when the train-vehicle sources are arranged along the track line at intervals of 100m, a train running at a speed of 180km/h can acquire transmission signals at intervals of 2S, a train running at a speed of 360km/h can acquire the transmission signal for the 1S interval time, when the vehicle source is disposed along the track line at a pitch of 50m, the train running at a vehicle speed of 90km/h can acquire the transmission signal at an interval of 2S, the train running at a vehicle speed of 180km/h can acquire the transmission signal at an interval of 1S, the train running at a speed of 360km/h can acquire the transmission signal at an interval of 0.5S. It can be understood that under the condition of the existing set vehicle-to-vehicle source distance, the interval time for different trains to acquire transmission signals changes according to the change of the train speed, and the faster the train speed V is, the interval time T is_STIThe smaller the size, the better the effectiveness of the measure setting for overcoming the high-speed rear-end collision risk of the train.

FIG. 15 is a schematic diagram of the lower limit value of the time interval in FIG. 1, which shows the lower limit value T of the time interval_LLTIFor the time interval A between the current train and the preceding first train₂A lower limit value of (1), it can be seen that the lower limit value T of the programmed time interval_LLTIMagnitude value with current train head speed V_HPIncreases with increasing magnitude and with a preceding first train tail vehicle speed V_TBIncreasing and decreasing in magnitude, corresponding to V_HPAnd V_TBThe required element A can be read by any quantity value₂Time interval lower limit value T_LLTI. It can be understood that T in the figure_LLTIFor example only, the current locomotive head speed V is shown_HPIs 360km/h and the speed of the tail part of the first trainV_TBIs the time interval lower limit value T at 360km/h_LLTI60S, namely, when the current train tracks the previous first train which runs at the speed of 360km/h at the current position in the previous period at the speed of 360km/h, if the current train is acquired from the train source A₂When the magnitude value reaches or is less than 60S, the current train immediately adopts the control of self train braking to ensure that the current train obtains A when running to reach the front space₂The magnitude recovered and remained above 60S.

As shown in FIG. 16, which is a schematic diagram of the train control process in accordance with the preferred embodiment 1 of the present invention, as shown in FIGS. 16(a) and (b), the first train is first at a speed V₁At constant speed, at t₁Time point driving to reach the journey S₁The conventional braking is adopted until the vehicle stops, and the vehicle speed V at the tail part of the first train is firstly_TPFrom t₁Time point V₁Gradually decrease to t₃Zero at a time point, the first train pass is gradually increased to t₃S at time point₃. Current train controlled by the invention at t₂Time point driving to reach the journey S₁When is by S₁The location vehicle source obtains the information that the running state of the first train changes, and in the figure, the current train is regarded as t when the time delay of the current train brake control is not counted₂Time point S₁The train journey position immediately starts the control of the self train brake, and the current train is at t₄Time point is vehicle speed V₂Gradually decrease to t₄Zero value stop to drive S at time point₂Therefore, the current train does not reach the same train distance as the first train all the time at any same time point in the whole time range, and the aim of preventing train rear-end collision is fulfilled. As shown in FIGS. 16(c) and (d), the first train is preceded by velocity V₁At constant speed, at t₁Time point driving to reach the journey S₃The emergency braking is adopted until the vehicle stops, and the vehicle speed V at the tail part of the first train is firstly_TPFrom t₁Time point V₁Gradually decrease to t₃Zero at a time point, the first train pass is gradually increased to t₃S at time point₄And (5) parking. By using the present inventionCurrent train with explicit control at t₂Time point driving to reach the journey S₃When is by S₃The location vehicle source obtains the information that the running state of the first train changes, and in the figure, the current train is regarded as t when the time delay of the current train brake control is not counted₂Time point S₃The train immediately starts the control of the braking of the train, and the current train is expected to be at t₄Stopping to the journey at the time point S₅It can be seen that the current train is limited by the maximum braking rate of the current train at t_aThe time point is collided with the first train, and the acceleration of the train journey along with the time is shown in the figure, and the time point t of the collision is_aThe previous first train speed and the current train speed of the train compared to the speed V₂The train rear-end collision is greatly reduced, and the purpose of preventing the train from rear-end collision at high speed is achieved. As can be seen from FIG. 16(d), the preferred anti-rear-end control of the train is to time t the current train₁And journey S₁Taking the same emergency braking as the first preceding train, S is obtained as shown in the figure_HPWMaking the current train at t₃Stopping at time point S₂To ideally prevent rear-end collisions of the train. To obtain S shown in the figure_HPWThe control method of the train journey is a preferable scheme of trusted information sharing, and can be understood that although the real-time performance of the method is reduced, the credibility of the information sharing can be ensured, and although the method can not completely prevent the rear-end collision of the train, the credibility of the rear-end collision of the train at high speed can be ensured. The train control method is not influenced by the change of the train tracking interval time, and is particularly suitable for tracking the train small interval time operation.

As shown in fig. 17, the schematic block diagram of the present invention includes a detection module DM, a time measurement module TMM, a transmission module TM, and a power module PM, where the detection module DM detects that a vehicle source VS generates a time measurement signal MS to be sent to the TMM, the time measurement module TMM generates time measurement data TD to be sent to the TM when different vehicle sources arrive at the same spatial event, the transmission module TM generates a transmission signal TS including a time measurement data array to be sent to an air space, and the power module PM outputs electric energy to be sent to the detection module DM, the time measurement module TMM, and the transmission module TM.

As shown in fig. 18, a flowchart of a train control method according to the present invention includes the steps of:

step S11, the time interval between the arrival of the sequential vehicle source at the same spatial sequential event is determined. The train is provided with an ANT, a connecting cable and a vehicle-mounted device in a mode shown in fig. 12, and the train tracks the operation in a mode shown in fig. 6, the vehicle-mounted source is provided in a mode shown in fig. 6, and a time measurement data array is generated in a mode shown in fig. 8, the current train operates in a mode shown in fig. 7, the vehicle-mounted device receives a transmission signal TS output to an air space by the current vehicle-mounted source when a third wheel of the current train reaches the current vehicle-mounted source space, the current train-mounted device demodulates the transmission signal TS and obtains a structure shown in fig. 9(c) and a structure shown in fig. 10A_G(38) Time sequence complete time measurement data array information including A₁To A₃₈A total of 38 elements.

In the case where the completion of the specific model of the preceding first train has been previously determined as shown in FIG. 5(c), the wheel arrangement order and spatial relationship of the preceding first train and the distance therebetween are both determined known values for the current train, and when the on-board equipment of the leading train uses the spatial relationship shown in FIG. 5(c), it can be determined that ⑥ A is required_G(38) Element A of (A)₁For a distance L from the current head train vehicle information source_H0Corresponding time interval, wherein A₁For the current train time interval A_POne of them, L_H0For the current train head vehicle source spacing, L_H0For the current train information source distance L_POne of them ⑦ A_G(38) Element A of (A)₂And/or A₃For the time interval between the current train and the preceding first train, A₂Or A₃For the current train and the preceding train time interval A_PBOne of them ⑧ A_G(38) Element A₄Is a distance L from the information source of the vehicle at the tail part of the first train_T1Corresponding time interval ofIn (A)₄For preceding first train time interval, A₄For the preceding first train time interval A_BOne of them, L_T1For the preceding first train to be at a source spacing L_BOne of them. Calculating a function T from the lower limit_LLTI＝f(A_P，A_B，A_PB，L_P，L_B) And a determined_P、A_B、A_PB、L_P、L_BThe magnitude is calculated by ⑨ calculating the current train head speed V_HPAnd a velocity V at the current position in the previous stage of the tail portion of the first train_TBComprises the following steps: v_HP＝L_H0/A₁，V_TB＝L_T1/A₄Wherein L is_H0For the current train head vehicle signal source spacing, A₁For a time interval corresponding to the current train-head vehicle source spacing, L_T1For the vehicle information source spacing at the end of the preceding first train, A₄⑩ according to the calculated V_HPAnd V_TBAnd A_PBReading pre-stored programmed and V_HPAnd V_TBAnd A_PBCorresponding element A₂Time interval lower limit value T_LLTI. Step (ii) of

And step S13, when the time interval reaches the time interval lower limit value, generating a control signal for braking to perform braking control, so that the time interval determined when the current train subsequently runs to the front space is recovered and kept above the time interval lower limit value calculated accordingly. With the element A₂And element A read₂Time interval lower limit value T_LLTIComparing the values to judge A₂Whether or not less than or equal to T_LLTIIf yes, the result is reached, if no, the result is not reached. The control signal for generating the brake is a signal which is suitable for a specific type of train brake device and/or different along with different types of train brake devices or different brake rates of trains. Reduction of train speed by self-braking with subsequent determination of element A₂The direction of increase of vector value is controlled byThe dynamic coefficient and the braking duration time enable the current train operation to be arranged at the lower limit value T of the programmed time interval_LLTIAbove.

It should be noted that, in step S12, in the case that the specific model of the first train in advance is not determined, the current train may be obtained by machine vision recognition according to the train head time measurement data element recognition method and the train tail time measurement data element recognition method in the preferred embodiment 1 of the present invention shown in fig. 13:

the current train head profile is A₁And a vehicle information source distance L from the current train head_H0Corresponding time interval is A₁(ii) a The first train profile in advance is A₄A₅A₆A₇A₈A₉A₁₀A₁₁A₁₂A₁₃A₁₄A₁₅A₁₆A₁₇And a distance L from the vehicle information source at the tail part of the first train before_T1Corresponding time interval is A₄And a distance L from the vehicle source of the head of the first train_H1Corresponding time interval is A₁₇(ii) a The profile of the first second train is A₂₀A₂₁A₂₂A₂₃A₂₄A₂₅A₂₆A₂₇A₂₈A₂₉A₃₀A₃₁A₃₂A₃₃And a distance L from the information source of the vehicle at the tail of the second train before_T2Corresponding time interval is A₂₀And the distance L from the information source of the head vehicle of the second train before_H2Corresponding time interval is A₃₃(ii) a The profile of the first third train is A₃₆A₃₇A₃₈And a distance L from the vehicle source at the tail part of the third row of the vehicle_T3Corresponding time interval is A₃₆(ii) a Time interval A between current train and previous first train_PBIs A₂And/or A₃Time interval A between the first train and the second train_PBIs A₁₈And/or A₁₉The second train before and the third train before_PBIs A₃₄And/or A₃₅。

With a first preceding row wheel profile A₄A₅A₆A₇A₈A₉A₁₀A₁₁A₁₂A₁₃A₁₄A₁₅A₁₆A₁₇Comparing with the pre-stored train profile data in the pre-stored train model database to determine the specific model of the first train, reading the train profile data which is pre-stored in the train database, is in line with the current train model and is in line with the current train time interval A₁Corresponding vehicle source spacing L_H0Reading the pre-stored train data base to correspond to the train type number of the first train and to obtain the interval A between the first train and the second train₄Corresponding tail vehicle information source interval L_T1Reading the pre-stored train data base to correspond to the train type number of the first train and to obtain the interval A between the first train and the second train₁₇Corresponding head vehicle source spacing L_H1；

Calculating the current speed V of the train head_HPAnd a velocity V at the current position in the previous stage of the tail portion of the first train_TBComprises the following steps: v_HP＝L_H0/A₁，V_TB＝L_T1/A₄；

According to the calculated V_HPAnd V_TBAnd determined A_PBReading pre-stored programmed and V_HPAnd V_TBAnd A_PBCorresponding element A₂Time interval lower limit value T_LLTI。

The time interval lower limit value T is calculated in the above step S12_LLTIIn order to adopt the simulation technique to simulate the running state of the train with the model in the existing line in advance, the train is compiled in various states including different V_HPAnd V_TBAnd A_PBTime interval lower limit value data in the case of the train is stored in a database of the on-board device, and thus the train is transportedWhen the method of the invention is carried out, the same situation as the simulation is met, for example, a certain V is reached_HPAnd V_TBAnd A_PBIn case of a situation, the stored lower vehicle interval limit T corresponding to the situation may be recalled_LLTI。

In the step S12, a simulation technique is used to create the lower limit value T of the vehicle time interval_LLTIThe following function is used in the calculation: t is_LLTI＝f(A_P，A_B，A_PB，L_P，L_B) Wherein A is_PFor the current train time interval, A_BFor preceding train time intervals, A_PBFor the time interval between the current train and the preceding train, L_PIs a and A_PCorresponding current train information source spacing, L_BIs a and A_BThe corresponding previous train vehicle source spacing.

In step S12, the calculating the lower limit value of the time interval adopts a preset lower limit value, and includes: pre-storing the compiled different current train time intervals, the different current train vehicle information source intervals corresponding to the current train time intervals, the different previous train vehicle information source intervals corresponding to the previous train time intervals and the different time interval lower limit values under the different current train and previous train time intervals; and reading the stored lower limit value according to the determined different current train time intervals, the different current train vehicle information source intervals corresponding to the current train time intervals, the different previous train vehicle information source intervals corresponding to the previous train time intervals and the different current train and previous train time intervals.

In yet another aspect, the present invention further provides a method for identifying a prior train braking intention by a current train, comprising the steps of: s21, determining the time interval between the sequence vehicle information source and the same space sequence event; s22, calculating the time interval lower limit value required for guaranteeing the running safety of the prior train according to the determined time interval; s23: and judging that the braking of the prior train is the braking for preventing the prior train from overtaking the tail when the time interval of the prior train reaches the time interval lower limit value required by the driving safety of the prior train.

The above step S21 is the same as the step S11 described in the flowchart of the train control method of the present invention in fig. 18.

In step S22, the current train is identified by machine vision to determine a_G(38) Element A₁₈And/or A₁₉For a time interval A between a first train and a second train_PBBThe profile of the first preceding train is A₄A₅A₆A₇A₈A₉A₁₀A₁₁A₁₂A₁₃A₁₄A₁₅A₁₆A₁₇Comparing the profile of the first train with a pre-stored train model database to determine the model number of the first train, and reading the time interval A between the pre-stored profile of the first train and the model number of the first train and the time interval A between the pre-stored profile of the first train and the head of the first train₁₇Corresponding head vehicle source spacing L_H1With a determined prior second train profile A₂₀A₂₁A₂₂A₂₃A₂₄A₂₅A₂₆A₂₇A₂₈A₂₉A₃₀A₃₁A₃₂A₃₃Comparing with the pre-stored train model database to determine the model of the second train, reading the pre-stored train database, corresponding to the model of the second train and corresponding to the time interval A at the tail of the second train₂₀Corresponding tail vehicle information source interval L_T2Reading the pre-stored train data base, matching the model of the second train and the time interval A between the model of the second train and the head of the second train₃₃Corresponding head vehicle source spacing L_H2Calculating the speed V of the head of the first train_HPBAnd a velocity V at the current position earlier than the second train tail_TBBComprises the following steps: v_HPB＝L_H1/A₁₇，V_TBB＝L_T2/A₂₀(ii) a According to the calculated V_HPBAnd V_TBBAnd a determined A_PBBReading pre-stored programmed and V_HPBAnd V_TBBAnd A_PBBCorresponding element A₁₈Time interval lower limit value T_LLTIB。

The time interval lower limit value T is calculated in the above step S22_LLTIBIn order to adopt the simulation technique to simulate the running state of the train with different models in the existing line in advance, the train is compiled in various states including different V_HPBAnd V_TBBAnd A_PBBThe time interval lower limit value data under the condition is stored in a database of the vehicle-mounted equipment, so that under the condition that the current train identifies the specific model of the prior first train and the specific model of the prior second train and the vehicle source acquires the time measurement data related to the operation of the prior first train and the prior second train, the current train can simulate the operation of the prior first train according to the information provided by the vehicle source and judge the specific condition of the prior first train to implement the invention according to the information, and under the condition that the current train simulates the operation of the prior first train, when the time interval A between the prior first train and the prior second train is₁₈Reaching the lower time interval limit T_LLTIBWhen the current train determines that the braking intent of the prior first train is braking of the prior first train to prevent rear-end collision with the prior second train.

The lower limit value T of the calculation time interval_LLTIBThe following function was used: t is_LLTIB＝f(A_B，A_BB，A_PBB，L_B，L_BB) Wherein A is_BFor a time interval in preceding trains, A_BBA preceding train time interval for a preceding train, A_PBBFor the preceding train time interval from the preceding train, L_BIs a and A_BCorresponding previous train information source spacing, L_BBIs a and A_BBA preceding train vehicle source spacing of a corresponding preceding train. The prior train time interval includes a prior first train time interval, a prior second train time interval, and a prior third train time interval, the prior train time interval of the prior train and the prior train includes a prior train and a prior second train time interval, and a prior second train and a prior third train time interval, the prior train wheel source spacing includes a prior first train source spacing, a prior second train source spacing, and a prior third train source spacingA second train vehicle source spacing and a preceding third train vehicle source spacing, the preceding train vehicle source spacing of the preceding train comprising the preceding second train vehicle source spacing and the preceding third train vehicle source spacing.

In the above step S22, the calculation time interval lower limit value T is_LLTIBAdopting preset lower limit values, including: pre-storing the compiled different time intervals of the previous train, the different information source intervals of the vehicles of the previous train corresponding to the time intervals of the previous train, the time intervals of the previous train of the different previous train, the information source intervals of the vehicles of the previous train corresponding to the time intervals of the previous train of the different previous train and the lower limit values of the different time intervals of the previous train of the different previous train and the previous train of the previous train; reading the stored lower limit value according to the determined different previous train time intervals, the different previous train vehicle information source distances corresponding to the previous train time intervals, the different previous train time intervals of the previous trains, the different previous train vehicle information source distances of the previous trains corresponding to the previous train time intervals of the previous trains, and the different previous train time intervals of the previous trains and the previous trains.

In another aspect, the present invention further provides a method for checking integrity of a previous train in a current space before a current train autonomously, including the steps of: s31, determining the time interval between the sequence vehicle information source and the same space sequence event; s32, calculating the integrity criterion characteristic quantity of the prior train according to the determined time interval; s33: and judging that the integrity of the prior train is lost when the criterion characteristic quantity reaches a preset threshold value.

The prior train integrity includes a prior first train integrity and a prior second train integrity. For ease of description, the following description will be made with reference to the first-in-first-train completeness only.

The above step S31 is the same as the step S11 described in the flowchart of the train control method of the present invention in fig. 18.

In the above step S32, the first train integrity criterion characteristic quantity R is calculated_CQThe following functions are adopted: r_CQ＝A₄L_H1/A₁₇L_T1Wherein A is₄For preceding first train tail time interval, A₁₇For the preceding first train head interval, L_H1For leading first train head vehicle source spacing, L_T1The source spacing of the vehicles at the tail of the first train is shown.

In the step S33, the threshold value is a preset constant value of 1.5, and the calculated R is calculated_CQThe magnitude is compared with 1.5, when R is_CQAnd if the first train integrity is greater than or equal to 1.5, determining that the integrity of the prior first train is lost, wherein the integrity loss of the prior first train is that the integrity of the overall connection of the prior first train is damaged.

In another aspect, the present invention further provides a method for autonomously measuring the speed of a current train in the current space in the previous period of a previous train, including the steps of: s41, determining the time interval between the sequence vehicle information source and the same space sequence event; and S42, calculating the previous train speed according to the determined time interval.

The above step S41 is the same as the step S11 described in the flowchart of the train control method of the present invention in fig. 18.

In the above step S42, the previous train speed is calculated, and includes a speed in the current space before the previous first train and a speed V in the current space before the previous second train_BThe function is adopted: v_B＝L_K/A_KWherein A is_KFor preceding train time interval, L_KIs a and A_KThe corresponding prior train source spacing. Preferred embodiment 1 of the present invention is represented by A₄As A_KWith L_T1As L_KCalculating the speed of the previous first train in the current space by A₂₀As A_KWith L_T2As L_KAnd calculating the speed of the previous second train in the current space.

As shown in fig. 19, which is a schematic layout of a facility according to a preferred embodiment 2 of the present invention, it can be seen that a maglev train runs along a maglev track, a protruding object of a vehicle body outline is a vehicle metal part, a recessed portion of the vehicle body outline is a vehicle air part, the vehicle metal part and the vehicle air part together form a vehicle information source with transformed electromagnetic characteristics, the vehicle information source uses a difference between the electromagnetic characteristics of the vehicle metal part and the vehicle air part as a detection object, and the vehicle information source is installed on the maglev track in a single-module structure. The vehicle source adopts a circuit as shown in figure 2. When the vehicle metal part and the vehicle air part pass through the detection space of the vehicle source along the track, the Coil1 and the Coil2 shown in fig. 2 sense the approaching and leaving of the vehicle metal part and the vehicle air part together, namely, the magnetic floating train outputs a sequence vehicle source signal to the vehicle source and/or the vehicle source acquires a vehicle source signal VS with alternating electromagnetic characteristics of the metal part signal and the air part signal shown in fig. 20, and the vehicle source generates a time measurement signal MS and outputs a transmission signal TS under the excitation of alternating electromagnetic characteristics of the vehicle metal accumulated signal and the air part signal and transmits the time measurement signal MS and the output transmission signal TS to the air space through an antenna ANT shown in a circuit diagram of fig. 2. The magnetic suspension train is provided with a receiving antenna ANT for receiving a transmission signal TS output by the train source and transmitting the transmission signal TS to the vehicle-mounted equipment of the magnetic suspension train through a connecting cable, and the vehicle-mounted equipment acquires time measurement data array information transmitted by the train source through the transmission signal TS. When the integrity of the maglev train is kept intact, the spatial relationship between the vehicle metal parts and the vehicle air parts can ensure that the vehicle source detection interval range and/or the train operation space range are kept constant.

As shown in fig. 20, which is a timing chart of the vehicle-time source in the preferred embodiment 2 of the present invention, it can be seen that the vehicle source signal VS output by the vehicle source is a signal output from the train vehicle source to the vehicle-time source, which is formed by the vehicle metal part and the vehicle air part and has alternating electromagnetic characteristics, and the vehicle-time source changes state and outputs the transmission signal TS when the electromagnetic characteristics change each time the vehicle-time source changes state.

FIG. 21 is a schematic view of the spatial relationship of facilities, L, according to the preferred embodiment of the present invention_HFor the signal source space, L, of the head vehicle of the maglev train_TThe distance between the signal sources of the vehicles at the tail part of the magnetic suspension train.

FIG. 22 shows a preferred embodiment of the present invention2, the application scene schematic diagram shows that the train 1, the train 2 and the train 3 track and run along the track line in the same track according to the running direction, and the train source 1, the train source 2, the train source 3, the train source 4 and the train source 5 track and run according to L_DIThe distance is arranged at intervals, and the vehicle source 2, the vehicle source 4 and the vehicle source 5 which are positioned in the range of the track line occupied by the train acquire the power supply V of the detection module arranged in the vibration energy_DMThe detection module can be ensured to be in a continuous detection state when the system is in normal power supply, and the track line area shown by the DA is a continuous detection area and can automatically cover the detection range required by the vehicle information source. The area of the track circuit shown by UA is a non-detection area, the vehicle source 1 and the vehicle source 3 are in the state of electric energy exhaustion of the detection module, the detection of the vehicle information source is stopped, and V_TIMTMIs a power supply for time measuring module and transmission module, and can ensure V because the module is implemented by micro-energy consumption technology_TIMTMThe power supply is always in a normal power supply state, and the time difference measurement is continuously carried out. It can also be seen from the figure that the vehicle air part of the train 1 just reaches the vehicle-time source 5, the vehicle metal part of the train 2 just reaches the vehicle-time source 4, the vehicle air part of the train 3 just reaches the vehicle-time source 2, the vehicle-time source 5, the vehicle-time source 4 and the vehicle-time source 2 are just excited by the vehicle information source for converting electromagnetic characteristics, and at the moment, the vehicle-time source 5, the vehicle-time source 4 and the vehicle-time source 2 just output respective TS signals respectively.

Fig. 23 is a schematic diagram of elements of a time measurement data array according to a preferred embodiment 2 of the present invention, which shows all the elements of the time measurement data array under the vehicle air part of the train 3 just reaching the vehicle source 2 as shown in fig. 22, and the corresponding vehicle metal parts and vehicle air parts, and the number of the elements of the time measurement data array is 8.

As shown in fig. 24, which is a timing chart of a source application scenario in a vehicle according to the preferred embodiment 2 of the present invention, it can be seen that the front end of the metal part of the head vehicle shown in fig. 19 of the magnetic levitation train 1 shown in fig. 22 is at t_aAt the time point, the vehicle arrives at the vehicle source 2, the tail end of the metal part of the vehicle is at t_dAt the point in time when the vehicle arrives at the source 2, the front end of the metal part of the head vehicle of the maglev train 2 shown in figure 22, as shown in figure 19, is at t_eAt the time point of arrival at vehicle source 2, the end of its rear vehicle metal partEnd at t_hAt the time point, when the vehicle arrives at the vehicle source 2, the front end of the metal part of the head vehicle of the magnetic suspension train 3 shown in figure 22, as shown in figure 19 is at t_iAt the point of time when the vehicle arrives at source 2, the head vehicle metal part ends at t_jThe point in time arrives at vehicle source 2. As can be seen from fig. 24, the horological signal MS of the vehicle-time source changes state when each vehicle metal part or vehicle air part reaches the space of the vehicle-time source 2, and the vehicle-time source outputs the transfer signal TS, a including horological data array information when each horological signal MS changes state_A(8) For the front end of the metal part of the head vehicle of the train 1 at t_aTS, A output by the vehicle source 2 when the time point reaches the vehicle source 2_D(8) For the end of a metal part of a vehicle at the tail of the train 1 at t_dTS, A output by the vehicle source 2 when the time point reaches the vehicle source 2_E(8) The front end of the metal part of the train 2 head vehicle is at t_eTS, A output by the vehicle source 2 when the time point reaches the vehicle source 2_H(8) For the end of a metal part of a vehicle at the tail of the train 2 at t_hTS, A output by the vehicle source 2 when the time point reaches the vehicle source 2_I(8) The front end of the metal part of the train 3 head vehicle is at t_iTS, A output by the vehicle source 2 when the time point reaches the vehicle source 2_J(8) For 3-head train vehicle metal part end at t_jAnd TS output by the vehicle time source 2 when the time point reaches the vehicle time source 2.

Fig. 25 is a block diagram showing the flow of the timing module and the transmission module according to the preferred embodiment 2 of the present invention. In the flow chart 25, the process that the CC1312R acquires the time measurement signal MS to change, and the electromotive force of the pin 5 of the LDC0851 acquired by the pin 7 of the CC1312R generates a falling or rising change. It is to be understood that although this embodiment 2 is to transmit the message of the time point of the source space event when the vehicle source arrives at the vehicle to the CC1312R pin 7 by the change of the electromotive force of pin 5 of LDC0851, various circuit changes or modifications can be made, for example, using the movement of electric charge, the change of magnetism or the change of light to transmit the message of the time point of the source space event when the vehicle source arrives at the vehicle.

It is understood that the preferred embodiment 2 can be implemented by the methods and/or steps shown in fig. 13, 14, 15, 16, 17 and 18 and the preferred embodiment1 and obtaining the same technical effect as the preferred embodiment 1. For example, a maglev 3 as shown in fig. 22 as a function T_LLTI＝f(A_P，A_B，A_PB，L_P，L_B) A shown in figure 24 required for ensuring the running safety of the magnetic-levitation train 3 is calculated_J(8) Element A of (A)₂Lower limit value T of_LLTIAnd the magnetic suspension train 3 adopts self-braking control to make the element A₂Is kept at T_LLTIAbove; as another example, a maglev train 3 as shown in FIG. 22 operates as a function R_CQ＝A₃L_H/A₅L_TCalculating train integrity criterion characteristic quantity of the maglev train 2 and judging the state of the integrity of the maglev train 2 at the early stage as shown in figure 22; as another example, a train 3 as shown in FIG. 22 simulates the operation of a magnetic levitation train 2 as a function T_LLTIB＝f(A_B，A_BB，A_PBB，，L_B，L_BB) A shown in figure 23 for calculating the A required by the maglev train 2 to ensure safe driving_J(8) Element A of (A)₆And the intention of the magnetic levitation train 2 to adopt brake control is judged; for another example, a for a maglev train 3 shown in fig. 22_J(8) Element A of (A)₃Magnitude and L of the maglev 2 as shown in FIG. 21_TMagnitude as a function V_B＝L_T/A₃The speed V of the maglev 2 in the space of the vehicle source 2 at the previous stage of the maglev 2 shown in figure 22 is calculated_B… … will not be described in detail herein.

As shown in fig. 26, which is a schematic view of the arrangement of the facility according to the preferred embodiment 3 of the present invention, it can be seen that a train runs along a track line, a train-time source is disposed on the track line, and the train is provided with 4 vehicle-mounted signal sources, which are a head vehicle-mounted signal source, a second vehicle-mounted signal source, a third vehicle-mounted signal source and a tail vehicle-mounted signal source. The vehicle-mounted signal source outputs a continuous wave radio signal to the air space, the train takes the radio signal output by the vehicle-mounted signal source as a vehicle information source, and the vehicle-mounted source takes the amplitude and/or phase difference of the radio signal as a detection object. When the train runs through the detection space of the train source, the detection module acquires signals with alternating amplitude and/or phase of the vehicle-mounted signals and the air signals at VS shown in FIG. 29. The spatial relationship between the vehicle-mounted signal source and the vehicle can ensure that the time range of detection of the vehicle-mounted signal source and/or the train operation space range are constant all the time. The vehicle source adopts the judgment of comparing the amplitude and/or the phase of the radio signal with the magnitude of the threshold value arranged in the vehicle source, and when the amplitude and/or the phase of the radio signal reach the threshold value of the preset amplitude and/or phase, the vehicle source space event is judged to be generated when the vehicle source reaches the vehicle.

Fig. 27 is a circuit diagram of a vehicle-mounted source circuit according to the preferred embodiment 3 of the present invention, which includes a signal module and a power module. The signal module adopts an integrated circuit wireless singlechip CC1312R, is programmed to work under 433MHz continuous wave frequency, has an internal clock of 2MHz and an output power of 10 dBm. The power module employs an LTC3588-2 ultra-static current power supply designed specifically for energy harvesting elements and/or low current buck applications. The PFCB-W14 captures train vibration energy for the piezoelectric elements.

Fig. 28 is a schematic diagram of a vehicle source circuit according to a preferred embodiment of the present invention 3, which includes a detection module, a time measurement module, a transmission module, and a power supply module. The detection module, the time measurement module and the transmission module jointly adopt a wireless single chip microcomputer CC1312R integrated circuit to complete the operations of 433MHz signal receiving, amplifying, filtering, amplitude/phase discrimination, numerical value comparison, time measurement, test data output array selection, transmission signal sending and the like. The wireless single chip microcomputer CC1312R judges that the vehicle-mounted signal reaches the vehicle source space when the speed and/or the phase of the received vehicle-mounted signal reaches a preset threshold value by adopting the judgment of comparing the amplitude and/or the phase of the received vehicle-mounted signal with the preset threshold value. When the vehicle is driven, the frequency of the transmission signal output by the source is 868MHz, the power is 10dBm, and FSK data are modulated. The power supply module adopts integrated circuits LTC3588-2, PFCB-W14 piezoelectric elements and the like.

As shown in fig. 29, which is a timing chart of the vehicle-time source according to the preferred embodiment 3 of the present invention, VS is a vehicle source signal that is obtained by the vehicle-time source and is composed of a vehicle-mounted signal and an air signal that are spaced and connected, and TS is a transmission signal that is output by the vehicle-time source and includes time measurement data array information.

As shown in fig. 30, which is a schematic view of an application scenario of the preferred embodiment 3 of the present invention, it can be seen that the

trains

1, 2 and 3 track and run along the track line along the same track in the train running direction, and the

car source

1, 2, 3, 4 and 5 are L-shaped_DIDistance interval setting, vehicle-time source 2, vehicle-time source 4 and vehicle-time source 5 acquire vibration energy to enable built-in detection module, time measurement module and transmission module power supply V_DMTIMTMThe vehicle source 1 and the vehicle source 3 are in a non-vibration energy excitation state, and the detection module, the time measurement module and the transmission module are implemented by micro-energy consumption technology, so that the V can be ensured_TIMTMThe normal power supply state is always kept and the time difference measurement is continuously carried out. It can also be seen from the figure that the vehicle-mounted signal source at the tail of the train 1 just reaches the vehicle-mounted source 5, the vehicle-mounted signal source at the head of the train 2 just reaches the vehicle-mounted source 4, the second vehicle-mounted signal source of the train 3 just reaches the vehicle-mounted source 2, and the vehicle-mounted source 5, the vehicle-mounted source 4 and the vehicle-mounted source 2 are just excited by the vehicle signal sources with the variable amplitude and/or phase characteristics, and at the moment, the vehicle-mounted source 5, the vehicle-mounted source 4 and the vehicle-mounted source 2 just output respective TS signals.

Fig. 31 is a schematic diagram of the time measurement data array elements in the preferred embodiment 3 of the present invention, which shows the time measurement data array elements and the corresponding distance between the vehicle-mounted signal sources under the vehicle-mounted source 2 just before the second vehicle-mounted signal source of the train 3 in fig. 30.

As shown in fig. 32, which is a schematic diagram of a scene generated by the time measurement data array in the preferred embodiment 3 of the present invention, it can be seen from fig. 32(a) that the train 2 tail train-mounted signal source shown in fig. 30 is at t_jTime measurement data array A under source 2 space when time point arrives at vehicle_J(8) As can be seen from fig. 32(b), the train 3 on-board signal source at the head of the train shown in fig. 30 is at t_kTime measurement data array A under time source space when time point arrives at vehicle_K(8) As can be seen from fig. 32(c), the second on-board signal source of the train 3 shown in fig. 30 is at t₁Time measurement data array A under source 2 space when time point arrives at vehicle_L(8) The size of the measured data is shown in the figure by the length of the distance.

As shown in fig. 33, which is a timing chart of a vehicle source application scenario in the preferred embodiment 3 of the present invention, it can be seen that the vehicle source on the head of the train 1 shown in fig. 30 is at t_cThe vehicle-mounted source 2 arrives at the time point, and the vehicle-mounted signal source at the tail part of the vehicle-mounted source is at t_fThe time point reaches the train source 2, and the train 2 head vehicle-mounted signal source is at t_gThe vehicle-mounted source 2 arrives at the time point, and the vehicle-mounted signal source at the tail part of the vehicle-mounted source is at t_jThe time point reaches the train source 2, the train 3 head vehicle-mounted signal source is at t_kAt a point in time when the vehicle arrives at source 2, its second vehicle-mounted signal source is at t_lThe point in time arrives at vehicle source 2. In the figure, the vehicle-mounted source outputs a transmission signal TS comprising time measurement data array information when each vehicle-mounted signal source reaches the vehicle-mounted source 2 space. A. the_C(8) For train 1 head vehicle signal source at t_cTS, A under Source 2 at the time of arrival_F(8) A vehicle-mounted signal source at the tail part of the train 1 is at t_fTS, A under Source 2 at the time of arrival_G(8) For train 2 head vehicle signal source at t_gTS, A under Source 2 at the time of arrival_J(8) A vehicle-mounted signal source at the tail part of the train 2 is at t_jTS, A under Source 2 at the time of arrival_K(8) At t for the train 3 head vehicle signal source_kTS, A under Source 2 at the time of arrival_L(8) For train 3 the second vehicle carried signal source is at t_lPoint in time arrives at TS under vehicle source 2.

FIG. 34 is a block diagram of the flow of the detection module, the horological module and the transmission module in accordance with the preferred embodiment of the present invention. In the flow diagram, the CC1312R detects the arrival of a vehicle-mounted signal to generate a time signal, in order to measure the amplitude and/or phase of the vehicle-mounted signal with the CC1312R, when the amplitude and/or phase reaches a preset threshold, the charge movement control in the CC1312R implements the conversion process with its built-in functions and/or software flow. It is understood that although embodiment 3 is that CC1312R is excited by external vehicle-mounted source to generate internal charge movement to transmit the message of the vehicle source space event occurrence time point when the vehicle source arrives at the vehicle, various circuit modifications including magnetic change, optical change or electromotive force change to transmit the message of the vehicle source space event occurrence time point when the vehicle source arrives at the vehicle can still obtain the equivalent technical effect as described in fig. 34.

It is understood that the preferred embodiment 3 can adopt the manners and/or steps shown in fig. 13, fig. 14, fig. 15, fig. 16, fig. 17 and fig. 18 to implement the operation equivalent to that of the preferred embodiment 1 and obtain the technical effect equivalent to that of the preferred embodiment 1. For example, the train 3 as shown in FIG. 30 has a function T_LLTI＝f(A_P，A_B，A_PB，L_P，L_B) A shown in FIGS. 32 and 33, which is required for securing the safety of the train 3, is calculated_L(8) As shown in FIG. 31, element A₂Lower limit value T of_LLTIAnd the train 3 adopts self-braking control to make the element A₂Is kept at T_LLTIAbove; as another example, the train 3 shown in FIG. 30 functions as R_CQ＝A₃L_H/A₅L_TCalculating the train integrity criterion characteristic quantity of the train 2 and judging the state of train integrity at the early stage of the train 2 as shown in figure 30; as another example, train 3 shown in FIG. 30 simulates the operation of train 2 as a function T_LLTIB＝f(A_B，A_BB，A_PBB，L_B，L_BB) A shown in FIGS. 32 and 33, which is required for the train 2 to ensure safe driving, is calculated_L(8) As shown in FIG. 31, element A₆And an intention to determine that the train 2 takes braking control; for another example, a train 3 a shown in fig. 30_L(8) Element A of (A)₃Magnitude and L of train 2 as shown in FIG. 30_TMagnitude as a function V_B＝L_T/A₃The velocity V of the train 2 in the space of the source 2 at the previous stage of the train 2 shown in FIG. 30 is calculated_B… … will not be described in detail herein.

As shown in fig. 35, which is a schematic view of the arrangement of facilities according to the preferred embodiment 4 of the present invention, it can be seen that a maglev train runs along a maglev track, a protruding object of a vehicle body profile running through a vehicle source detection space is a vehicle metal part, a vehicle body profile empty space is a vehicle air part, the vehicle metal part and the vehicle air part together form a vehicle source with a change in return wave characteristic, and the vehicle source serves as a detection object for the change in return wave characteristic of the vehicle metal part and the vehicle air part. The vehicle source is installed on the magnetic suspension track in a single module structure, when the vehicle metal part and the vehicle air part run along the track and sequentially pass through the space where the vehicle source is located, the vehicle source is sequentially excited by vehicle source signals with alternately changed backward wave characteristics of the vehicle metal part and the vehicle air part, and the vehicle source outputs transmission signals to be transmitted to the air space under the control of the alternately changed backward wave characteristics of the vehicle source. The magnetic suspension train is provided with a receiving antenna ANT for receiving a transmission signal output by a train source and transmitting the transmission signal to the vehicle-mounted equipment of the magnetic suspension train through a connecting cable, and the vehicle-mounted equipment acquires time measurement data array information transmitted by the train source from the transmission signal. The magnetic suspension train can ensure that the inherent space relation between the backward wave body and the train is constant in the running time range and the space range of the magnetic suspension train. And the vehicle source adopts the judgment of comparing the amplitude of the measured Doppler radio signal with the magnitude of a threshold value arranged in the vehicle source, when the amplitude of the Doppler radio signal reaches a preset amplitude threshold value, the vehicle source space event is judged to occur when the vehicle metal part reaches the vehicle, and when the amplitude of the Doppler radio signal is recovered to be below the threshold value, the vehicle source space event is judged to occur when the vehicle air part reaches the vehicle.

Fig. 36 is a schematic diagram of a power supply circuit for a vehicle according to a preferred embodiment of the present invention, which includes a detection module, a timing module, a transmission module, and a power supply module.

The detection module adopts an integrated circuit IWR 6843. IWR6843 is an integrated single-chip millimeter wave sensor which can operate in a frequency band of 60GHz to 64GHz and is based on FMCW radar technology, the sensor is constructed by adopting a low-power consumption 45nm RFCMOS process of TI, and unprecedented integration level is realized in a tiny package. The IWR6843 is an ideal solution of a low-power consumption, self-monitoring and ultra-precision radar system suitable for the industrial field, and is applied to motion detection, occupancy detection and the like. The IWR6843 takes the vehicle metal part and the vehicle air part shown in fig. 35 as detection objects, acquires the vehicle metal signal and the vehicle air signal shown at VS in fig. 37, and the IWR6843 outputs the horological signal shown at MS in fig. 37 to pin 6 of the horological module and transport module CC1312R via IWR6843 pin P5.

The time measurement module and the transmission module jointly adopt a wireless singlechip CC1312R integrated circuit, work at 2MHz of an internal clock, program transmission signals to work at 868MHz, and when the IWR6843 provides time measurement signals MS, and the CC1312R converts states at CC1312R pin 6 to complete operations including generating time intervals with measured time, generating time measurement data arrays and outputting transmission signals TS including information of the time measurement data arrays. The counter arranged in the CC1312R measures time difference in a mode of accumulating machine cycles, the time difference measurement comprises millisecond-level precision measurement of an initial section and second-level measurement of a subsequent section, time difference measurement data comprise millisecond data and second data, 0000-7 d00 records the millisecond data with 0-8 second resolution of 0.25mS, 8000-eddd records the second data with 8-900 second resolution of 32mS, vehicle source state parameters are recorded by 7f 01-7 fff and edde-fff, and the time difference measurement range is 15 min. The software program interrupt is triggered when the timing signal MS of CC1312R pin 6 changes logic state, initiating program operations including time difference measurement, array generation, and transmission signal output. The time difference is measured as the process of acquiring measured data at time intervals between the occurrence points of time of events of changing logic states of the time-measuring signal MS by the electromotive force change control CC1312R of changing logic states of the time-measuring signal MS at different time-measuring signals MS. The array generation is a process of generating a time measurement data array by selecting time measurement data combination, in the embodiment, the time measurement data selected in reverse order according to different time measurement data generation time points by taking the current time measurement data generation time point as an initial time measurement data generation time point form the time measurement data array, and the element number of the time measurement data array is 5. The transmission signal output is a transmission signal which outputs time measurement data array information including the radio frequency power to the air space by the wireless single chip microcomputer CC1312R, and comprises the operations of starting the radio frequency power, outputting 868MHzFSK signals and closing the radio frequency power. The output power of the transmission module is 10dBm and the FSK data rate is 250 kBaud. A complete horological data array transfer takes less than 0.5mS, and for a magnetic-levitation train running at 2000km/h, the train position variation within 0.5mS transfer time is less than 30 cm.

The power supply module employs an LTC3588-2 ultra-static current power supply and a low noise regulated power supply LP9512 designed specifically for energy harvesting elements and/or low current buck applications. Example 4 usesThe super capacitor stores energy, two power supplies are arranged in the figure, two LTCs 3588-2 obtain environmental vibration energy through a piezoelectric element, the vehicle-mounted source is arranged at a position where the vibration energy of the magnetic-levitation train during running can be obtained, and the vehicle-mounted source detection module is activated by obtaining the vibration energy conducted by the rail before the train runs to the vehicle-mounted source position. In the figure C_S1And C_S2The timing module and the transmission module adopt an independent power supply V for the energy storage capacitor selected according to the model of the rail train and the actual condition of rail vibration conduction_TIMTMAnd power is supplied to ensure that the time measuring module and the transmission module keep continuously measuring the time to full scale for 15min when the magnetic-levitation train is far away and the vibration energy is reduced.

Fig. 37 is a timing chart of a vehicle source according to a preferred embodiment 4 of the present invention, wherein VS is a vehicle source signal output by a magnetic-levitation train and/or acquired by a vehicle source when a train of magnetic-levitation trains runs through the vehicle source, and the vehicle source changes logic states by using a doppler return wave when a vehicle metal part arrives in a vehicle source space and/or a vehicle air part arrives in a vehicle source space, and the vehicle source outputs a transport signal TS when the MS changes the logic states.

As shown in fig. 38, which is a schematic view of an application scenario of the preferred embodiment 4 of the present invention, it can be seen that the

trains

1, 2 and 3 run along the track line in the same track following manner in the driving direction, and the

car source

1, 2, 3, 4 and 5 run in L_DIThe distance is arranged at intervals, and the vehicle source 2, the vehicle source 4 and the vehicle source 5 which are positioned in the range of the track line occupied by the train acquire the power supply V of the detection module arranged in the vibration energy_DMAnd the detection modules of the vehicle source 2, the vehicle source 4 and the vehicle source 5 are in a continuous detection state in a normal power supply state, and the track line area shown by the DA is a continuous detection area and can automatically cover the detection range required by the vehicle information source. The track line area shown by UA is a non-detection area, the vehicle source 1 and the vehicle source 3 are in a state of electric energy exhaustion of the detection module, and the detection of the vehicle information source is in a state of stopping detection. V_TIMTMIs a power supply for time measuring module and transmission module, and can ensure V because the module is implemented by micro-energy consumption technology_TIMTMAlways in normal power supply state and time difference measurementIs continuously performed. It can also be seen from the figure that the vehicle air part of the train 1 just reaches the vehicle-time source 5, the vehicle metal part of the train 2 just reaches the vehicle-time source 4, the middle part of the vehicle metal part of the train 3 reaches the vehicle-time source 2, the vehicle-time source 5 and the vehicle-time source 4 are just excited by the vehicle-mounted signal of the vehicle information source, and at the moment, the vehicle-time source 5 and the vehicle-time source 4 respectively output respective transmission signals TS. L is_VIs the length of the train vehicle metal part.

FIG. 39 is a schematic diagram of the time measurement data array elements in the preferred embodiment 4 of the present invention, which shows the time measurement data array elements and the vehicle source distances corresponding to the elements when the vehicle air parts behind the train vehicle metal parts just reach the vehicle source as shown in FIG. 38, wherein A is₂And A₄Is the time interval corresponding to the vehicle air parts between the train metal parts.

As shown in fig. 40, which is a timing chart of a vehicle source application scenario in a preferred embodiment 4 of the present invention, VS is a vehicle source signal output by the magnetic levitation train and/or acquired by the vehicle source as shown in fig. 38, MS is a time measurement signal output by the IWR6843 pin P5, and TS is a transmission signal output by the vehicle source. t is t_aThe time point, t, at which the front end of the metal part of the train 1 vehicle reaches the vehicle source as shown in FIG. 38_bThe time point t of the front end of the air part of the train 1 reaching the train-time source_cThe time point, t, at which the front end of the metal part of the train 2 vehicle reaches the vehicle source as shown in FIG. 38_dThe time point t of the front end of the air part of the train 2 reaching the train-time source_eThe time point, t, at which the front end of the vehicle metal part of the train 3 reaches the vehicle source as shown in FIG. 38_fThe time point when the front end of the air signal of the train 3 reaches the train-time source. In the figure, a logic state change is generated by a time signal MS when each vehicle metal part or vehicle air part reaches a vehicle source space, and a transmission signal TS including time data array information is output by a vehicle source when each time signal MS generates the logic state change. A. the_A(5) For train 1 vehicle metal parts at t_aTransmission signal TS, A under the source when the time point arrives at the vehicle_B(5) For train 1 vehicle air parts at t_bTime point arrival vehicleTransmission signal TS, A under time source_C(5) For train 2 vehicle metal parts at t_cTransmission signal TS, A under the source when the time point arrives at the vehicle_D(5) For train 2 vehicle air parts at t_dTransmission signal TS, A under the source when the time point arrives at the vehicle_E(5) For train 3 vehicle metal parts at t_eTransmission signal TS, A under the source when the time point arrives at the vehicle_F(5) Air parts for 3-vehicle train at t_fThe point in time arrives at the transport signal TS under the vehicle source.

FIG. 41 is a block diagram of the flow of the timing module and the transmission module according to the preferred embodiment of the present invention. In the flow chart, the CC1312R acquires a time measurement signal MS, and the process of generating a falling or rising change of the electromotive force of the IWR6843 pin P5 is acquired by the CC1312R pin 6. It is to be understood that although this embodiment is to communicate to the CC1312R pin 6 a message that a vehicle source arrives at the point in time when an vehicle source spatial event occurs with a change in the drop or rise in the IWR6843 pin P5 electromotive force, various circuit changes or modifications may be made, for example, using charge movement, magnetic changes, or light changes to communicate a message that a vehicle source arrives at the point in time when a vehicle source spatial event occurs.

It is understood that the preferred embodiment 4 can adopt the manners and/or steps shown in fig. 13, fig. 14, fig. 15, fig. 16, fig. 17 and fig. 18 to implement the operation equivalent to that of the preferred embodiment 1 and obtain the technical effect equivalent to that of the preferred embodiment 1. For example, train 3 as shown in FIG. 38 is a function T_LLTI＝f(A_P，A_B，A_PB，L_P，L_B) A shown in FIG. 40 required for securing the traveling safety of the train 3 is calculated_F(5) As shown in FIG. 39, element A₂Lower limit value T of_LLTIAnd the train 3 adopts self-braking control to make the element A₂Is kept at T_LLTIAbove; as another example, train 3 as shown in FIG. 38 simulates the operation of train 2 as a function T_LLTIB＝f(A_B，A_BB，A_PBB，，L_B，L_BB) A shown in FIG. 40, which is required for the train 2 to ensure safe driving, is calculated_F(5) As shown in FIG. 39, element A₄Lower limit value and determination ofThe intention of the train 2 to take brake control; for another example, a train 3 a shown in fig. 38_F(5) Element A of (A)₃Magnitude and L of train 2 as shown in FIG. 38_VMagnitude as a function V_B＝L_V/A₃The velocity V of the train 2 in the space of the source 2 at the previous stage of the train 2 shown in fig. 38 is calculated_B… … will not be described in detail herein.

It should be noted that the

preferred embodiments

1, 2, 3 and 4 in this specification are only for facilitating the understanding of the present invention by those skilled in the art, and do not limit the present invention. Although

preferred embodiments

1 and 2 transmit a message of a source space event occurring time point when a vehicle source arrives at a vehicle to CC1312R pin 6 by electromotive force variation of LDC0851 pin 5, preferred embodiment 2 transmits a message of a source space event occurring time point when a vehicle source arrives at a vehicle to CC1312R by movement of electric charge inside integrated circuit CC1312R, and preferred embodiment 4 transmits a message of a source space event occurring time point when a vehicle source arrives at a vehicle to CC1312R pin 6 by electromotive force variation of IWR6843 pin P5, various variations and modifications are possible, for example, a detection module using a natural ray source on a vehicle as a vehicle source and detecting natural rays, or a detection module using displacement of a rail deformed by bearing train weight and motion inertia as a vehicle source and detecting displacement and/or a detection module of motion acceleration, the information of the time point of the source space event when the train information source arrives at the train can be obtained, and the information of the time point of the source space event when the train information source arrives at the train can also be obtained by light change and/or magnetic change. The train-mounted source and the train control method can sense different types of vehicle information sources through detection modules of different types of vehicle parts and/or different types of train-mounted sources according to different types of trains, wherein the vehicle information sources comprise metal objects, nonmetal objects, wave-returning objects, wave-transmitting objects, radio, light, magnetism, natural rays, force, motion inertia and the like, and can excite the train-mounted device which can generate various types and/or forms including charge movement, magnetic change, light change or electromotive force change in the train-mounted source. It will be appreciated that information, messages, and signals may be represented using any of a number of different technologies and techniques. For example, information, etc. mentioned in the above description may be represented as electric charges, electric voltages, electromagnetic waves, magnetic fields or particles, forces or force fields, optical fields, or any combination thereof.

Compared with the existing train control system and control technology, the train source and train control method of the invention not only can ensure the effectiveness of the cause of the hazard event and the control of the consequence, but also only utilizes a single short-distance radio communication mode to realize the transmission and sharing of all information of the invention, does not have the problems of network communication, timeliness and safety and information transmission space blocking, all operations except the determination of the time difference between the train information sources are all arranged in the train self-mounted equipment, the mutual backup of the train source is realized in the distance range, the invention does not need to rely on any external reference information including standard time and/or train position information support and the autonomous generation of all information, and the autonomous high-speed rear-end collision prevention with the train signal as the main signal, achieves the integrity of the high-speed rear-end collision prevention function and the independence of the external information support operation, and the train-mounted equipment is adopted to clearly control the time interval between running trains, and the trains can directly and automatically control the same-rail prior trains, thereby being beneficial to the effectiveness of the measure setting of the invention.

The above embodiments are only for illustrating the present invention and not for limiting the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and therefore all equivalent technical solutions also fall into the technical scope of the present invention, and the scope of the present invention should be defined by the claims.

Claims

1. The utility model provides a vehicle-time source for generating different vehicle information sources arrive time difference information between the same space incident, includes detection module, time measuring module, transmission module and power module, its characterized in that:

the detection module outputs a time measurement signal to the time measurement module;

the time measuring module outputs time measuring data to the transmission module;

the transmission module outputs the time measurement data array to the air space;

the power module outputs electric energy to the detection module, the time measurement module and the transmission module.

2. The vehicle-mounted source of claim 1, wherein the vehicle-mounted source generates a device including charge movement, magnetic change, light change or electromotive force change inside the vehicle-mounted source for exciting the vehicle-mounted source to approach or depart from a train space.

3. The vehicle source according to claim 1, wherein the detection module outputs the horological signal at a point in time when the vehicle source reaches the occurrence of a spatial event.

4. The vehicle time source of claim 1, wherein the horological module generates the horological data by measuring time intervals between different time points of arrival of different vehicle sources at the same spatial event.

5. The vehicle source according to claim 1, wherein the transfer module generates the horological data array using horological data selected in reverse order of the horological data generation time points.

6. A train control method, comprising the steps of:

s11: determining the time interval between the sequence vehicle information source and the same space sequence event;

s12: calculating a time interval lower limit value required for ensuring the running safety of the current train according to the determined time interval;

s13: and when the time interval reaches the time interval lower limit value, generating a control signal for braking to perform braking control, and restoring and keeping the time interval determined when the current train subsequently runs to the front space above the time interval lower limit value calculated accordingly.

7. The train control method according to claim 6, wherein in step S12, the calculation time interval lower limit value T is calculated_LLTIComprises the following steps:

T_LLTI＝f(A_P，A_B，A_PB，L_P，L_B)，

wherein A is_PFor the current train time interval, A_BFor preceding train time intervals, A_PBIs the time interval between the current train and the previous train, L_PIs a and A_PCorresponding current train information source spacing, L_BIs a and A_BThe corresponding prior train source spacing.

8. The train control method according to claim 7, wherein the step S12 of calculating the lower limit value of the time interval using a preset lower limit value includes:

pre-storing the compiled different current train time intervals, the different current train vehicle information source intervals corresponding to the current train time intervals, the different previous train vehicle information source intervals corresponding to the previous train time intervals and the different time interval lower limit values under the different current train and previous train time intervals;

and reading the stored lower limit value according to the determined different current train time intervals, the different current train vehicle information source intervals corresponding to the current train time intervals, the different previous train vehicle information source intervals corresponding to the previous train time intervals and the different current train and previous train time intervals.

9. A method of prior train braking intent identification, comprising the steps of:

s21: determining the time interval between the sequence vehicle information source and the same space sequence event;

s22: calculating a time interval lower limit value required for ensuring the driving safety of the prior train according to the determined time interval;

s23: and judging that the braking of the prior train is the braking for preventing the prior train from overtaking the tail when the time interval of the prior train reaches the time interval lower limit value required by the driving safety of the prior train.

10. The method of preceding train braking intention recognition of claim 9, wherein in step S22, the calculation time interval lower limit value T is_LLTIBComprises the following steps:

T_LLTIB＝f(A_B，A_BB，A_PBB，L_B，L_BB)，

wherein A is_BFor preceding train time intervals, A_BBA preceding train time interval for a preceding train, A_PBBFor the preceding train time interval from the preceding train, L_BIs a and A_BCorresponding previous train information source spacing, L_BBIs a and A_BBA previous train vehicle source spacing of a corresponding previous train.

11. The method of preceding train braking intent identification according to claim 10 wherein, in step 22, the calculating the time interval lower limit value is a preset lower limit value comprising:

pre-storing the compiled different time intervals of the prior train, the different information source distances of the prior trains corresponding to the time intervals of the prior train, the time intervals of the prior trains of the different prior trains, the information source distances of the prior trains of the different prior trains corresponding to the time intervals of the prior trains of the prior train and the different time interval lower limit values of the different prior trains and the prior trains of the prior trains;

the stored lower limit value is read based on the determined different prior train time interval, the different prior train vehicle source spacing corresponding to the prior train time interval, the different prior train time interval of the prior train, the different prior train vehicle source spacing of the prior train corresponding to the prior train time interval of the prior train, and the different prior train and prior train time interval of the prior train.

12. A method of prior train integrity checking comprising the steps of:

s31: determining the time interval between the sequence vehicle information source and the same space sequence event;

s32: calculating the integrity criterion characteristic quantity of the prior train according to the determined time interval;

s33: and judging that the integrity of the prior train is lost when the criterion characteristic quantity reaches a preset threshold value.

13. The method for checking the integrity of a preceding train as claimed in claim 12, wherein in step S32, said calculating criterion characteristic quantity R_CPComprises the following steps:

R_CP＝A_ML_N/A_NL_M，

wherein A is_MFor a preceding end-of-train time interval, A_NFor a preceding train head time interval, L_MIs a and A_MCorresponding previous train information source spacing, L_NIs a and A_NThe corresponding prior train source spacing.

14. The method of checking the integrity of a preceding train as claimed in claim 12, wherein in step S33, the threshold is a numerical constant.

15. A method for measuring the early speed of a preceding train comprises the following steps:

s41: determining the time interval between the sequence vehicle information source and the same space sequence event;

s42: and calculating the early speed of the prior train according to the determined time interval.

16. The method of measuring a previous train speed according to claim 15, wherein the calculating of the previous train speed V in step S42_BComprises the following steps:

V_B＝L_K/A_K，

wherein A is_KFor preceding train time intervals, L_KIs a and A_KThe corresponding prior train source spacing.