CN115723814A - Train operation adjusting method, device and system and train - Google Patents
Train operation adjusting method, device and system and train Download PDFInfo
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- CN115723814A CN115723814A CN202111007161.XA CN202111007161A CN115723814A CN 115723814 A CN115723814 A CN 115723814A CN 202111007161 A CN202111007161 A CN 202111007161A CN 115723814 A CN115723814 A CN 115723814A
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Abstract
The invention discloses a train operation adjusting method, a device and a system and a train, wherein the method comprises the following steps: the running data and the running plan of the vehicle are sent to a cloud platform, and the cloud platform is used for broadcasting the running condition of each train to all trains in a train running system according to the running data and the running plan of each train; obtaining deviation data of a deviated vehicle and the deviated vehicle in a train operation system according to the operation condition of each train, and obtaining the deviated vehicle with a path conflict with the vehicle according to the deviation data and the interactive data of the vehicle and other trains when the vehicle is not the deviated vehicle, wherein the deviated vehicle is the train of which the running data deviates from the corresponding operation plan; and when determining that the deviated vehicle which has the path conflict with the vehicle can pass through the conflict path within the corresponding deviation time, adjusting the time for the vehicle to pass through the conflict path according to the deviation time. The method can finish the operation autonomous adjustment before the train deviates, thereby effectively reducing or avoiding the train deviation event.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a train operation adjusting method, device and system and a train.
Background
In the prior art, the operation adjustment mode of the rail train operation line is mainly as follows: after the train arrives at the station, whether the train has the early-late event or not is known by comparing the actual arrival time with the arrival time of the operation diagram. If the train deviates from the current operation chart in the early and late directions, the train is adjusted by adjusting the stop time of the train in the vehicle and the time of the train reaching the next stop. However, this approach has the following disadvantages:
1) And the train can compare the deviation of the arrival time in the morning and in the evening only after arriving at the station. The adjustment node has limitation, and the remediation treatment is carried out after the early and late events occur;
2) If the early-late point event occurs between two stations of the line, the distance between the two stations is far, the middle is a long section, and the subsequent section is a short section station. The influence on the train arrival point rate is large, and compensation can be performed when a plurality of subsequent stations are possibly passed. Once this happens, it is easy to influence the experience of the traveler going out, and even possibly complain when the situation is serious.
3. The frequent lines of the early and late events may cause conflict checking, i.e. conflict of train right of way usage. If the number of trains in the morning and evening is increased, other trains in operation at the current time on the line can be influenced.
Disclosure of Invention
The present invention is directed to solving, at least in part, one of the technical problems in the related art. Therefore, an object of the present invention is to provide a train operation adjustment method to complete autonomous operation adjustment before train deviation occurs, so as to effectively reduce or avoid occurrence of train deviation event.
The second purpose of the invention is to provide a train operation adjusting device.
A third object of the invention is to propose a train.
The fourth purpose of the invention is to provide a train operation adjusting system
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a train operation adjustment method, including the following steps: the method comprises the steps that driving data and an operation plan of a vehicle are sent to a cloud platform, wherein the cloud platform is used for broadcasting the operation condition of each train to all trains in a train operation system according to the driving data and the operation plan of each train; obtaining a deviated vehicle in the train operation system and deviated data of the deviated vehicle according to the operation condition of each train, and obtaining the deviated vehicle with a path conflict with the vehicle according to the deviated data and interactive data of the vehicle and other trains when the vehicle is not the deviated vehicle, wherein the deviated vehicle is a train with driving data deviated from a corresponding operation plan; and when determining that the deviated vehicle with the path conflict with the vehicle can pass through the conflict path within the corresponding deviation time, adjusting the time for the vehicle to pass through the conflict path according to the deviation time.
In order to achieve the above object, a second aspect of the present invention provides a train operation adjusting device, which includes a memory, a processor, and a computer program stored in the memory, wherein when the computer program is executed by the processor, the train operation adjusting device implements the train operation adjusting method.
In order to achieve the above object, a third embodiment of the present invention provides a train, which includes the above train operation adjustment device.
In order to achieve the above object, a fourth aspect of the present invention provides a train operation adjustment system, including: a plurality of the trains, wherein the adjacent trains are in communication connection; and the cloud platform is in communication connection with each train.
The train operation adjusting method, the train operation adjusting device, the train operation adjusting system and the train can finish the operation autonomous adjustment before the train deviates, and further can effectively reduce or avoid the train deviation event.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a flow chart of a train operation adjustment method according to one embodiment of the present invention;
FIG. 2 is a schematic diagram of communications between a train and a train cloud according to an example of the present invention;
FIG. 3 is a schematic illustration of a vehicle control unit according to an example of the present invention;
FIG. 4 is a flow chart of a train operation adjustment method according to an embodiment of the present invention;
fig. 5 is a block diagram showing a structure of a train operation adjusting apparatus according to an embodiment of the present invention;
FIG. 6 is a block diagram of a train according to one embodiment of the present invention;
fig. 7 is a block diagram showing a configuration of a train operation adjustment system according to an embodiment of the present invention.
Detailed Description
In the related technology, whether the train has an early-late event or not is known mainly by comparing the actual arrival time with the arrival time of the operation diagram after the train arrives at the station. If the train deviates from the current operation chart in the early and late directions, the train is adjusted by adjusting the stop time of the train in the vehicle and the time of the train reaching the next stop.
In the technology, the deviation comparison of the arrival time early and late points is carried out only after the train arrives at the station, and the adjustment data between the stations of the operation diagram is generated after the communication server counts the train early and late point event and compares the train early and late point event with the planned operation diagram and the actual operation diagram of the train. The technology has limitation, only can identify the train event occurring at the early and late points, and can only adjust the train occurring at the early and late points, so that the jam condition and the jam path cannot be avoided in advance. For lines with frequent early and late events, conflict checks, i.e., train right of way usage conflicts, may result. If the number of trains at morning and evening is increased, other trains operating at the current time on the line can be affected. The travel experience of passengers can be influenced, and even complaints can be possibly suffered when the condition is serious. Therefore, the invention provides a novel train operation adjusting scheme.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative and intended to explain the present invention and should not be construed as limiting the present invention.
The following describes train operation adjusting methods, devices, systems and trains according to embodiments of the present invention with reference to fig. 1 to 7.
Fig. 1 is a flowchart of a train operation adjustment method according to an embodiment of the present invention.
In the embodiment of the invention, the train operation adjusting method can be applied to the train and is executed by a vehicle control unit of the train. As shown in fig. 1, the train operation adjusting method includes the following steps:
the method comprises the following steps of S1, sending the running data and the running plan of the vehicle to a cloud platform, wherein the cloud platform is used for broadcasting the running condition of each train to all trains in a train running system according to the running data and the running plan of each train.
In this embodiment, the host vehicle is the train itself. The driving data may include at least one of an actual arrival time, an actual stop time, an actual departure time, an actual interval runtime, and an actual time to the next stop, and the operation plan may include a planned arrival time, a planned stop time, a planned departure time, a planned interval runtime, and a planned time to the next stop.
Optionally, the train data of each train may further include a train identification number, a current position, a next station operation point parking position, and the like, and the train data may be periodically reported to the cloud platform. The cloud platform can also be recorded as a driving cloud, and can be a control center in a train operation system.
As one example, whether each train is a departing train may be determined by the cloud platform. Specifically, it is determined whether the traveling data of each train deviates from the corresponding operation plan, and deviation information is generated when the deviation occurs. The deviation information may be information including train identification, and may further include a deviation time, a position where the deviation occurs, a time point where the deviation occurs, and the like.
As another example, it may be determined by the train whether itself is a departing train. Specifically, whether the driving data deviates from the operation plan or not is judged, deviation information is generated when the driving data deviates, and the deviation information is sent to the cloud platform. The deviation information may be information including train identification, and may further include a deviation time, a position where the deviation occurs, a time point where the deviation occurs, and the like. Compared with the example of determining the deviated train through the cloud platform, the example of determining the deviated train to be executed in each train respectively can greatly reduce the operation complexity of the cloud platform.
Wherein, judging whether the driving data deviates from the operation plan may include: comparing at least one of actual arrival time, actual stop time, actual departure time, actual interval running time and actual time to the next stop in the traffic data with at least one corresponding to planned arrival time, planned stop time, planned departure time, planned interval running time and planned time to the next stop in the operation plan; and judging whether the driving data deviates from the operation plan according to the comparison result. For example, after the train arrives at the station, the actual arrival time is detected as 10:30 prior to the corresponding scheduled arrival time 10:35, determining that the train deviates from the corresponding operation plan, and sending deviation information (such as deviation time, 5 min) to the cloud platform; for another example, after the train arrives at the station, it is detected that the actual arrival time is 5min earlier than the corresponding planned arrival time, and after the train leaves the station, the actual departure time is 7min earlier than the corresponding planned departure time, so that it can be determined that the train deviates from the corresponding operation plan, and deviation information (such as deviation time, 7 min) can be sent to the cloud platform.
In this embodiment, referring to fig. 2, the trains on the train tracks may all be communicatively connected to the train cloud (i.e., cloud platform). The ATS (Automatic Train Supervision System) issues the operation plan of each Train to a VOBC (Vehicle On-Board Controller) of the corresponding Train, and the VOBC of each Train stores the operation plan. In the running process of the train, real-time running data can be obtained, the running data can be compared with the running plan to determine whether the train deviates from the corresponding running plan, and then deviation information can be sent to the cloud platform when the train deviates (the corresponding train is recorded as a deviated train).
Meanwhile, after the train acquires the operation plan and the driving data, the operation plan and the driving data can be sent to the driving cloud. The driving cloud stores the driving data and the operation plan of all trains, and can send the received deviation information, the operation plan of each train and the driving data to all trains.
In the embodiment of the invention, if the running data of all the trains do not deviate from the running plan, namely all the trains do not deviate from the running plan, each train does not need to carry out running adjustment, and the task is executed according to the line running plan.
And S2, obtaining deviation data of the deviated vehicles in the train operation system according to the operation conditions of each train, and obtaining the deviated vehicles with path conflict with the vehicle according to the deviation data and interactive data of the vehicle and other trains when the vehicle is not the deviated vehicle, wherein the deviated vehicle is the train with the driving data deviated from the corresponding operation plan.
In this embodiment, the deviation data of the deviated train is obtained according to the traveling data and the operation plan of each train, and the deviation data may include deviation time, a distance between the current position and the collision position in the collision path, a current operation speed, and speed limit information of the area to which the train currently belongs. The interactive data comprises driving area occupation information and trackside resource use information, wherein trackside resources comprise at least one of turnouts, trackside station buttons, signal machines and platform doors, and the driving area occupation information can comprise information used for judging the occupation condition of the driving area of the vehicle, such as the current position on an operation line, a parking point of a next operation station, mileage from the next station, traveled mileage and the like. Each train can also broadcast information such as battery power, endurance mileage and the like to adjacent trains.
As an example, the train moving cloud may determine a train adjacent to the deviated train according to the deviation information, the operation plan of each train, and the traveling data, and may specifically transmit the deviation data of the deviated train to the adjacent train, so that the adjacent train determines whether the deviated train has a path conflict with the own train according to inter-vehicle communication between the adjacent trains.
As another example, each train may determine whether there is a departing car adjacent to the own vehicle based on the departure information, the operation plan of each train, and the traveling data, and may determine whether there is a path conflict with the own vehicle based on inter-vehicle communication between the adjacent cars.
Specifically, referring to fig. 3, the autonomous adjustment module and the path selection and movement authorization module of the host vehicle determine whether a deviated vehicle has a path conflict with the host vehicle, and determine whether the area is occupied while being stored at the same time in the same direction by reading a use area selected by the host vehicle and the deviated vehicle, and determine whether the deviated vehicle affects the host vehicle by reading resources on the same trackside, such as a switch, a trackside station button, a traffic signal, a platform door, and the like, and determining whether the resources are stored while receiving a use request from a different vehicle. If the deviated vehicle does not affect the vehicle, the vehicle operates as usual, and the deviated vehicle can adjust the operation speed of the vehicle toward the target platform so that the vehicle arrives at the target platform (may be the next station from the current position of the deviated vehicle) on time. Specifically, the automatic driving module of the deviated vehicle can automatically adjust the running speed according to the arrival time and the distance from the target platform, so that the deviated vehicle arrives at the target platform on time.
For example, referring to fig. 2, train E is a deviated train with an actual arrival time at point 201 station a earlier than the planned arrival time in the operation plan. The train E periodically sends the train data to the train cloud, deviation information can be sent to the train cloud when deviation occurs, and after the train cloud receives the deviation information of the train E, the train cloud generates the deviation data by combining the train data and the operation plan of other trains, and then sends the deviation data to the train B, the train C and the train D. After each train receives the deviation data of the train E, whether the deviation of the train E influences the vehicle is judged by combining the interactive data when the train E is communicated with the adjacent trains, such as whether the route selection and the use conflict of trackside resources exist between the train E and the vehicle is judged.
In this example, the train E is in small traffic and needs to turn back at 101 station, that is, the train E turns back before entering the station in a lateral entering and straight exiting manner, the route B-E of the train E enters the station 101 in a lateral entering manner, and the route E-F turns back at the station 101 and then goes out straight. The train B departs from the 201 platform and travels to the 101 platform in the upward direction, and the path B-G corresponds to the logic section BG. The train D departs from the 101 platform and travels in the downward direction into the 201 platform, and the path E-F corresponds to the logical section EF. The train C is a train which runs in the downward direction from the 101 platform to the 201 station, and the train C needs to pass through the E-F path, namely the corresponding logical zone FE.
Suppose that when trains E, B, C, D are all on the right, train E passes through the conflict path later than train C. At a certain moment, the trains E, B, C, D are located as shown in fig. 2. At the moment, when the train E is determined to be a deviated train and the trains B, C and D run at the same standard point, the train B can judge that the deviated train E does not have a path conflict with the train by combining the deviated data and the interactive data, and the train is not influenced; the train D judges that the deviated train E does not have path conflict with the vehicle, the vehicle is not influenced, the train D is not adjacent to the train E at the moment, and data interaction can not be carried out between the two trains; train E needs to use paths B-E and train C needs to use paths E-F, but both cannot be implemented simultaneously because: the logic section EF is locked at the positioning position corresponding to the turnout, the logic section BE is locked at the reversal position corresponding to the turnout, and the turnout cannot BE pulled to the positioning position and the reversal position simultaneously, so that the train C can judge that the deviated train E has path conflict with the train by combining the deviated data and the interactive data, and the train is influenced.
It should be noted that, if the trains E pass through the conflict path earlier than the train C when the trains E, B, C, and D are all on the right, the trains C and E may perform corresponding operation adjustment according to the time of the later point when the train E is on the later point.
And S3, when determining the information that the deviated vehicle with the path conflict with the vehicle can pass through the conflict path within the corresponding deviation time, adjusting the time for the vehicle to pass through the conflict path according to the deviation time.
As an example, when the host vehicle is a deviated vehicle having a path conflict with another train, whether the host vehicle can pass through the conflict path within the deviation time may be determined according to the deviation time in the deviation data of the host vehicle, the distance between the current position and the conflict position in the conflict path, the current running speed, and the speed limit information of the area to which the train currently belongs.
Specifically, referring to fig. 2, the train E is a deviated train having a path conflict with the train C, and the train E may determine whether the train E can exit from the EF path before the train C reaches the conflict position according to the deviation time t, the length l of the conflict path, the current running speed v1, and the speed limit information vmax of the current region of the train, that is, through the conflict path BF, the maximum running speed cannot exceed vmax. If so, the train E adjusts the running speed of the own vehicle so as to pass through the collision path BF before the train C reaches the collision position. If not, the train E transmits information that the train C cannot pass through the collision path. So that the train C adjusts the time for the vehicle to pass through the conflict path according to the departure time.
As one example, adjusting the time at which the host vehicle passes through the collision path according to the departure time may include: and adjusting the time from the host vehicle to the collision path to be the difference value between the punctual time and the deviation time of the host vehicle passing through the collision path.
Referring to fig. 2, it is assumed that the time for the train C to arrive at the platform 201 from the platform 101 is T in the operation plan of the train C In the total of the above-mentioned processes, the quasi-point time of the train C from the point E to the point F is T 1 The quasi-point time of the train C from the point F to the point H is T 2 ，T 1 +T 2 ＝T General assembly . After the train C obtains the deviation data of the train E sent by the train cloud and the information that the train E cannot pass through the conflict path in the deviation time, the train C can determine an operation adjusting scheme by combining the operation plan of the train C and the interactive data acquired by the train E and the train D through vehicle-to-vehicle communication. The conclusion is that: train C will travel through the E-F path at a higher speed of travel to shorten T 1 The adjusted running time of the train C passing through the E-F path is T 1 ’，T 1 ’＝T 1 -t＜T 1 And t is the offset time. From this, can avoid the route conflict and the influence to other trains through intelligent adjustment. It should be noted that, during the adjustment operation of the train leaving C, the train E can continuously operate at the current operation speed of the train E itself.
In an embodiment of the present invention, after the host vehicle passes through the conflict path, the running speed of the host vehicle towards the target platform may be further adjusted, so that the host vehicle arrives at the target platform on time.
Specifically, referring to fig. 2, in order to ensure that the train C can accurately move from the 101 platform to the 201 platform, the train C can pass through the FH route at a lower speed than the original speed to increase the running time of the FH route, and the adjusted running time of the train C passing through the F-H route is T 2 ’，T 2 ’＞T 2 ，T 1 ’+T 2 ’＝T General assembly 。
Therefore, the time for each section of path to pass is changed autonomously through the train C, but the arrival time is not influenced, so that the train C can run at the right moment, and the path conflict and the influence on other trains can be avoided through intelligent adjustment.
Accordingly, referring to fig. 2, if the train E is a departure train and can pass through the conflict path within the departure time, the train E may adjust the running speed of the own vehicle toward the target platform after passing through the conflict path so that the own vehicle arrives at the target platform on time.
It should be noted that, while the operation adjustment is performed, the train operation cloud can send information to other trains in real time, and the other trains judge whether to perform autonomous adjustment and reasonable processing adjustment according to the judgment and the data of the adjacent trains.
In one embodiment of the present invention, as shown in fig. 4, each train sends the train data and the operation plan to the train cloud, and the train cloud can broadcast the operation condition of each train to all trains. Each train can judge whether the train is a deviated train or not according to the running data and the running plan of the train, namely whether an early event or a late event occurs or not. If not, the vehicle normally runs according to the operation plan. If so, the related information is sent to the driving cloud, and then the driving cloud broadcasts the deviation data of the deviated train to all trains or the trains related to the deviated train. After receiving the deviation data, the train stores the deviation data to an autonomous adjustment module in the vehicle controller, and can judge whether the deviation vehicle conflicts with the train by combining interactive data read by a path planning and moving authorization module and adjacent trains. If the target station does not exist, the deviation vehicle automatically adjusts and operates so that the punctuality reaches the target station; and if the person is present, screening out the deviated vehicle with the path conflict.
Furthermore, the deviated vehicle can judge whether the vehicle can pass through the conflict path within the deviation time according to the deviation data, if so, the vehicle can pass through the conflict path at the running speed capable of passing through the conflict path, and after the vehicle passes through the conflict path, the running speed of the deviated vehicle can be adjusted according to the target platform and the punctuation time reaching the target platform, so that the punctuation of the deviated vehicle can reach the target platform. And if not, sending information to the conflict train, adjusting the time of the conflict train passing through the conflict path, and after the conflict train passes through the conflict path, continuing to perform operation adjustment so as to enable the destination platform to be reached at the punctual point. When the time of the conflict train passing through the conflict path is adjusted, a conflict position, such as a terminal point in the conflict path, can be determined from the conflict path, and the operation adjustment is carried out according to the distance between the conflict train and the terminal point; accordingly, when adjusting the operation strategy to reach the target station, the target position may be determined according to the target station.
It should be noted that the target platform and the conflict path are both corresponding to the corresponding train, and the target platforms of different trains may be the same or different; when two trains have a path conflict, the conflict path is the path that the corresponding train needs to travel, and may be the same or different (see trains C and E in fig. 2, which have different conflict paths).
As a possible implementation, a switch may be provided on each train, and the switch may control the train to perform the train operation adjustment method. For example, a switch corresponding to the train operation adjustment function may be provided on the interactive panel of the train, and whether to turn on the switch may be determined according to the line requirements. For the line which does not need too much participation of the dispatcher, the switch can be opened to start the train operation adjusting function, so that the train can autonomously operate and adjust according to the train operation adjusting method. Accordingly, for lines requiring excessive dispatcher involvement, the switch may be closed, turning off the train operation adjustment function. From this, both guaranteed the independent driving of high wisdom and intelligence, increased human-computer interaction's operation friendship degree again.
In conclusion, the invention can send the running plan information of the vehicle, the use condition of the running resources and the running data of the vehicle to the running cloud by the running cloud storage technology without depending on the statistics of the early and late events of the train. Once a plan deviation event occurs to a certain train or a plurality of trains, the train cloud can send the influence information to the corresponding influenced trains in real time, so that the trains can be adjusted independently.
Meanwhile, the invention breaks through the existing train-ground communication link and can realize the interaction of the running resources of the adjacent trains and the reading of the paths through the train-vehicle communication. The information such as the stop point of the next operation station, the traveled mileage, the mileage to the next station, the battery power, the endurance mileage, the use condition of trackside resources and the like can be broadcasted to the adjacent trains, and the adjacent trains receive the information and perform autonomous operation plan adjustment by combining the information sent by the driving cloud. Therefore, the train operation adjustment can be performed by using the brain driving cloud and the eye adjacent train information in an interactive and combined mode, so that the intelligent autonomous adjustment of the train can be completed before the early/late train possibly occurs, the occurrence of train deviation from a planned event can be effectively solved, and the occurrence of the early/late train event can be efficiently reduced or avoided.
Based on the train operation adjusting method of the embodiment, the invention further provides a computer readable storage medium.
In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, the train operation adjustment method of the above-described embodiment is implemented.
Based on the train operation adjusting method of the embodiment, the invention further provides the electronic equipment.
In this embodiment, the electronic device includes a memory, a processor, and a computer program stored on the memory, and when the computer program is executed by the processor, the train operation adjustment method of the above embodiment is implemented.
Fig. 5 is a block diagram showing a structure of a train operation adjusting apparatus according to an embodiment of the present invention.
As shown in fig. 5, the train operation adjusting apparatus 100 includes: an acquisition module 110, a first communication module 120, a second communication module 130, a determination module 140, and an adjustment module 150.
Specifically, the obtaining module 110 is used for obtaining driving data and an operation plan of the host vehicle. The first communication module 120 is configured to send the driving data and the operation plan to the cloud platform, and receive deviation data of a deviated vehicle sent by the cloud platform. The second communication module 130 is used for performing data interaction with other trains to obtain interaction data, and receiving information which is sent by a deviated train having a path conflict with the own train and cannot pass through a conflict path within the deviation time. The determining module 140 is configured to obtain a deviated vehicle having a path conflict with the host vehicle according to the deviated data and the interactive data between the host vehicle and another train when the host vehicle is not a deviated vehicle. The adjusting module 150 adjusts the time when the host vehicle passes through the collision path according to the departure time when the second communication module 130 receives the information that the host vehicle has a path collision with the host vehicle and cannot pass through the collision path within the departure time.
The interactive data comprise driving area occupation information and trackside resource use information, wherein trackside resources comprise at least one of turnouts, trackside station buttons, signal machines and platform doors.
In one embodiment of the present invention, the determination module 140 may be further configured to determine whether the host vehicle is a deviated vehicle by:
comparing at least one of actual arrival time, actual stop time, actual departure time, actual interval running time and actual time to the next stop in the traffic data with at least one corresponding to planned arrival time, planned stop time, planned departure time, planned interval running time and planned time to the next stop in the operation plan; and judging whether the vehicle is a deviated vehicle or not according to the comparison result.
In one embodiment of the present invention, the adjustment module 150 may be further configured to: after the vehicle passes through the conflict path, the running speed of the vehicle towards the target platform is adjusted, so that the vehicle can arrive at the target platform on time.
In an embodiment of the present invention, the determining module 140 may be configured to, when the host vehicle is a deviated vehicle having a route conflict with another train, determine whether the host vehicle can pass through the conflict route within the deviation time according to deviation time in the deviation data of the host vehicle, a distance between a current position and a conflict position in the conflict route, a current running speed, and speed limit information of an area to which the train currently belongs.
In one embodiment of the present invention, the adjustment module 150 may be further configured to: when the vehicle is a deviated vehicle and has no path conflict with other trains, the running speed of the vehicle driving to the target platform is adjusted so that the vehicle arrives at the target platform on time.
In one embodiment of the present invention, the adjusting module 150 is specifically configured to adjust the time when the host vehicle passes through the collision path as a difference between the punctuation time when the host vehicle passes through the collision path and the deviation time when the host vehicle passes through the collision path is adjusted according to the deviation time.
For other specific embodiments of the train operation adjusting device according to the embodiment of the present invention, reference may be made to the specific embodiments of the train operation adjusting method according to the above-described embodiment of the present invention.
The train operation adjusting device provided by the embodiment of the invention can finish intelligent autonomous adjustment of the train before the occurrence of the early/late event, so that the occurrence of the early/late event of the train can be effectively reduced or avoided.
The invention also provides a train.
In one embodiment of the present invention, as shown in fig. 6, a train 200 includes the train operation adjustment device 100 of the above embodiment.
In one embodiment of the present invention, the train 200 includes the electronic device of the above-described embodiment.
According to the train provided by the embodiment of the invention, the train operation adjusting device or the electronic equipment can be used for completing intelligent autonomous adjustment of the train before the occurrence of the early/late event, so that the occurrence of the early/late event of the train can be effectively reduced or avoided.
Fig. 7 is a block diagram showing a configuration of a train operation adjustment system according to an embodiment of the present invention.
As shown in fig. 7, the train operation adjusting system 300 includes: a cloud platform 400 and a plurality of trains 200.
In this embodiment, adjacent trains 200 are communicatively connected, and the cloud platform 400 is communicatively connected to each train 200.
The train operation adjusting system provided by the embodiment of the invention can complete intelligent autonomous adjustment of the train before deviation (early/late) occurs, so that the occurrence of early/late events of the train can be effectively reduced or avoided.
It should be noted that the logic and/or steps shown in the flowcharts or otherwise described herein, such as an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Further, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless explicitly specified otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the second feature or the first and second features may be indirectly contacting each other through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
Although embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are exemplary and not to be construed as limiting the present invention, and that changes, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (10)
1. A train operation adjustment method, characterized in that the method comprises the steps of:
the method comprises the steps that driving data and an operation plan of a vehicle are sent to a cloud platform, wherein the cloud platform is used for broadcasting the operation condition of each train to all trains in a train operation system according to the driving data and the operation plan of each train;
obtaining deviated vehicles in the train operation system and deviated data of the deviated vehicles according to the operation conditions of the trains, and obtaining the deviated vehicles with path conflict with the vehicle according to the deviated data and interactive data of the vehicle and other trains when the vehicle is not deviated, wherein the deviated vehicles are trains with running data deviated from corresponding operation plans;
and when determining that the deviated vehicle with the path conflict with the vehicle can pass through the conflict path within the corresponding deviation time, adjusting the time for the vehicle to pass through the conflict path according to the deviation time.
2. The train operation adjusting method according to claim 1, wherein it is judged whether the train is a deviated train by:
comparing at least one of an actual arrival time, an actual stop time, an actual departure time, an actual interval running time, and an actual time to the next stop in the train's trip data with at least one corresponding to a planned arrival time, a planned stop time, a planned departure time, a planned interval running time, and a planned time to the next stop in a corresponding operation plan;
and judging whether the train is a deviated train or not according to the comparison result.
3. The train operation adjustment method according to claim 1, characterized in that the method further comprises:
and after the vehicle passes through the conflict path, adjusting the running speed of the vehicle towards a target platform so that the vehicle arrives at the target platform on time.
4. The train operation adjustment method according to claim 1, wherein when the host vehicle is a deviated vehicle having a path conflict with another train, the method further comprises:
and determining whether the vehicle can pass through the conflict path within the deviation time according to the deviation time in the deviation data of the vehicle, the distance between the current position and the conflict position in the conflict path, the current running speed and the speed limit information of the current region of the train.
5. The train operation adjustment method according to claim 4, wherein when the own vehicle is a deviated vehicle and there is no path conflict with another train, the method further comprises:
and adjusting the running speed of the vehicle towards the target platform so that the vehicle arrives at the target platform on time.
6. The train operation adjustment method according to claim 1, wherein the adjusting the time at which the host vehicle passes through the collision path according to the departure time includes:
and adjusting the time of the vehicle passing through the collision path to be the difference value between the punctual time of the vehicle passing through the collision path and the deviation time.
7. The train operation adjustment method according to claim 1, wherein the interactive data includes driving area occupancy information and trackside resource usage information, wherein trackside resources include at least one of switches, trackside station buttons, signal machines, and platform doors.
8. A train operation adjustment device comprising a memory, a processor and a computer program stored on the memory, characterized in that the computer program, when executed by the processor, implements the train operation adjustment method according to any one of claims 1 to 7.
9. A train comprising the train operation adjustment device according to claim 8.
10. A train operation adjustment system, comprising:
a plurality of trains according to claim 9, a communication connection between adjacent said trains;
and the cloud platform is in communication connection with each train.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111007161.XA CN115723814A (en) | 2021-08-30 | 2021-08-30 | Train operation adjusting method, device and system and train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111007161.XA CN115723814A (en) | 2021-08-30 | 2021-08-30 | Train operation adjusting method, device and system and train |
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| CN115723814A true CN115723814A (en) | 2023-03-03 |
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| CN202111007161.XA Pending CN115723814A (en) | 2021-08-30 | 2021-08-30 | Train operation adjusting method, device and system and train |
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| CN (1) | CN115723814A (en) |
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2021
- 2021-08-30 CN CN202111007161.XA patent/CN115723814A/en active Pending
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