WO2024021851A1 - 发车时间的调整方法、存储介质、车载控制器及轨道车辆 - Google Patents

发车时间的调整方法、存储介质、车载控制器及轨道车辆 Download PDF

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Publication number
WO2024021851A1
WO2024021851A1 PCT/CN2023/097642 CN2023097642W WO2024021851A1 WO 2024021851 A1 WO2024021851 A1 WO 2024021851A1 CN 2023097642 W CN2023097642 W CN 2023097642W WO 2024021851 A1 WO2024021851 A1 WO 2024021851A1
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Prior art keywords
time
vehicle
target vehicle
preceding vehicle
resource
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PCT/CN2023/097642
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English (en)
French (fr)
Inventor
王琼芳
陈楚君
卓开阔
刘伟华
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比亚迪股份有限公司
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Publication of WO2024021851A1 publication Critical patent/WO2024021851A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/14—Following schedules

Definitions

  • the present disclosure relates to the technical field of vehicle dispatching, and specifically, to a departure time adjustment method, a storage medium, a vehicle-mounted controller, and a rail vehicle.
  • the rail transit industry mainly controls the departure time of rail trains using communication-based train control systems (CBTC). After the rail train stops at the platform, it will count down to departure according to the station stop time sent by the Automatic Train Supervision (ATS), and will depart after the countdown is over.
  • the automatic train monitoring system usually adjusts the station stop time of the rail train according to the running time of the rail train in the previous operation section. For example, if the operation time of the previous operation section exceeds, the station stop time of the rail train at the station will be reduced. Stop time.
  • the purpose of this disclosure is to provide a departure time adjustment method, storage medium, on-board controller and rail vehicle to solve the problem that the vehicle's departure time adjustment does not take into account the vehicle traveling ahead and the required resources and equipment, which may easily lead to the vehicle being forced to stop in the operating interval.
  • the problem is to provide a departure time adjustment method, storage medium, on-board controller and rail vehicle to solve the problem that the vehicle's departure time adjustment does not take into account the vehicle traveling ahead and the required resources and equipment, which may easily lead to the vehicle being forced to stop in the operating interval.
  • a first aspect of the present disclosure provides a method for adjusting departure time, the method includes:
  • the preceding vehicle corresponding to the preceding vehicle information represents the vehicle that uses the resource equipment before the target vehicle uses the resource equipment;
  • the departure time of the target vehicle is adjusted according to the estimated end time, the estimated driving time and the planned parking time of the target vehicle.
  • adjusting the departure time of the target vehicle according to the expected end time, the expected driving time and the planned parking time of the target vehicle includes:
  • the departure time of the target vehicle is adjusted according to the maximum value between the first time difference and the planned parking time.
  • adjusting the departure time of the target vehicle according to the expected end time, the expected driving time and the planned parking time of the target vehicle includes:
  • the departure time of the target vehicle is adjusted according to the second time difference and the planned parking time of the target vehicle.
  • adjusting the departure time of the target vehicle based on the second time difference and the planned parking time of the target vehicle includes:
  • the departure time is the departure time determined based on the planned parking time
  • the departure time is adjusted according to the sum of the planned parking time and the second time difference.
  • the obtaining the preceding vehicle information corresponding to the resource equipment required by the target vehicle on the route to be driven includes:
  • the preceding vehicle information is determined by the vehicle monitoring system based on the resource device and the preset vehicle operation plan. of.
  • establishing communication with the preceding vehicle based on the preceding vehicle information and obtaining the estimated end time of the preceding vehicle using the resource equipment includes:
  • determining the first time difference between the expected end time and the expected travel time includes:
  • For each resource equipment determine the difference between the estimated end time of the preceding vehicle using the resource equipment and the estimated travel time of the target vehicle to the resource equipment, obtain a plurality of differences, and combine the multiple The maximum value among the differences is used as the first time difference.
  • the method also includes:
  • the estimated driving time and the planned parking time of the target vehicle After adjusting the departure time of the target vehicle according to the estimated end time, the estimated driving time and the planned parking time of the target vehicle, re-execute the acquisition of the resource used by the preceding vehicle at a preset time interval From the expected end time of the equipment to the step of adjusting the departure time of the target vehicle according to the expected end time, the estimated driving time and the planned parking time of the target vehicle, until the target vehicle successfully leaves.
  • a second aspect of the present disclosure also provides a non-transitory computer-readable storage medium on which a computer program is stored.
  • the program is executed by a processor, the steps of the method described in any one of the above-mentioned first aspects are implemented.
  • a third aspect of the present disclosure also provides a vehicle-mounted controller, including:
  • a processor configured to execute the computer program in the memory to implement the steps of the method in any one of the above first aspects.
  • a fourth aspect of the present disclosure also provides a rail vehicle, including the vehicle-mounted controller described in the above third aspect.
  • the preceding vehicle information corresponding to the resource equipment required by the target vehicle on the route to be driven then establish communication with the preceding vehicle based on the preceding vehicle information, and obtain the estimated end time of the preceding vehicle using the resource equipment. Then the estimated driving time of the target vehicle to the resource equipment is determined, and finally the departure time of the target vehicle is adjusted based on the estimated end time, estimated driving time and the planned parking time of the target vehicle.
  • the departure time of the target vehicle can be adjusted to prevent the vehicle from being forced to stop in the operating area after departure, and thus in emergency situations. down to facilitate rescue or evacuation of passengers.
  • Figure 1 is a schematic flow chart of a departure time adjustment method provided by an embodiment of the present disclosure
  • Figure 2 is a schematic diagram of communication interaction between a target vehicle provided by an embodiment of the present disclosure
  • FIG. 3 is a schematic diagram of a vehicle-mounted controller according to an embodiment of the present disclosure.
  • the present disclosure provides a departure time adjustment method, storage medium, on-board controller and rail vehicle to solve the above problems.
  • departure time adjustment method can be applied to automatically driven rail vehicles (trains) or manually driven rail vehicles (trains).
  • the execution subject of the method can be a vehicle or a train.
  • This disclosure does not limit the electronic equipment installed on the vehicle, such as the vehicle on-board controller (VOBC) of the rail vehicle.
  • VOBC vehicle on-board controller
  • An embodiment of the present disclosure provides a method for adjusting departure time. Referring to Figure 1, the method includes:
  • the preceding vehicle corresponding to the preceding vehicle information represents the vehicle that uses the resource equipment before the target vehicle uses the resource equipment.
  • S104 Adjust the departure time of the target vehicle according to the estimated end time, estimated driving time and planned parking time of the target vehicle.
  • adjusting the departure time of the target vehicle can avoid the vehicle being forced to stop in the operating area after departure.
  • the resource equipment used by the preceding vehicle and the target vehicle it will stop and wait in the platform to facilitate rescue or evacuation of passengers in an emergency.
  • the efficiency of rescuing or evacuating passengers is improved and costs are reduced.
  • obtaining the preceding vehicle information corresponding to the resource equipment required by the target vehicle on the route to be driven may be: sending a first query request for the resource equipment to the vehicle monitoring system, and receiving the vehicle monitoring system's response to the first query.
  • the preceding vehicle information corresponding to the resource device requesting feedback is determined by the vehicle monitoring system based on the resource device and the preset vehicle operation plan.
  • the vehicle monitoring system refers to the Automatic Train Supervision System (ATS), which is responsible for preparing operation charts, automatically handling train routing according to the operation charts, and automatically adjusting train running intervals. And record operating data, etc.
  • ATS Automatic Train Supervision System
  • the automatic train monitoring system will record the vehicle operation plan of the rail train and the resource equipment required for operation, such as trackside equipment such as platforms, switches, and return tracks.
  • the on-board controller traverses the resource equipment list of the target vehicle and queries the target vehicle for moving from the current platform to the next platform.
  • resource equipment the on-board controller will send the queried resource equipment information, such as the resource equipment ID, to the automatic train monitoring system to request the preceding vehicle information corresponding to the required resource equipment.
  • the automatic train monitoring system After receiving the query request including the resource equipment ID, the automatic train monitoring system queries the vehicle operation plan for the day, and returns the information of the preceding vehicle corresponding to the resource equipment ID and using the resource equipment in front of the target vehicle to the on-board control of the target vehicle. device.
  • the preceding vehicle information includes the preceding vehicle ID, train number, schedule number, etc., and since rail trains all run in sequence, for a resource device, usually only the preceding vehicle that uses the resource device before the target vehicle needs to be replied to. corresponding information.
  • establishing communication with the preceding vehicle based on the preceding vehicle information and obtaining the estimated end time of the preceding vehicle using the resource equipment may be: sending a second query request for the resource equipment to the preceding vehicle, receiving the preceding vehicle In response to the expected end time of the preceding vehicle using the resource equipment fed back by the second query request, the estimated end time is determined by the preceding vehicle based on the operating status of the preceding vehicle and the usage of the resource equipment.
  • the vehicle-mounted controller After receiving the preceding vehicle information, the vehicle-mounted controller establishes a communication connection according to the preceding vehicle ID and the preceding vehicle corresponding to the preceding vehicle ID. Send the resource equipment ID to the preceding vehicle.
  • the on-board controller of the preceding vehicle can combine the automatic train operation system (Automatic Train Operation, referred to as ATO) to operate based on the vehicle location information and operation information. Planning information, line speed limit and other vehicle operating status, and resource equipment usage are used to calculate the estimated end time of using resource equipment, and reply to the target vehicle.
  • ATO Automatic Train Operation
  • the resource equipment required by the target vehicle from the current station to the next station may include multiple resource devices, and the number of preceding vehicles corresponding to the multiple resource devices may be one or multiple. If there are multiple predecessor vehicles corresponding to multiple resource devices, communication is established with the multiple predecessor vehicles respectively.
  • vehicle-to-vehicle communication can be based on the Train Autonomous Control System (TACS).
  • TACS Train Autonomous Control System
  • rail trains have the tendency to turn back and forth, that is, the preceding trains turn back after reaching the end point.
  • the preceding vehicle is the previous vehicle that uses the resource equipment required by the target vehicle, there is no resource equipment usage conflict with the target vehicle because the vehicle runs on a different track after the return operation.
  • the preceding vehicle can be requested to send the train number and schedule number.
  • the preceding vehicle is a return vehicle, and there is no need to send a second query request for the resource equipment to the preceding vehicle. If they are consistent, it means that the target vehicle is the same as the previous one. If the preceding vehicle may have a resource device usage conflict, a second query request for the resource device is sent to the preceding vehicle.
  • the expected end time of using the resource equipment sent by the preceding vehicle can be a specific end time, such as 13:02:51, which means that the preceding vehicle will finish using the resource equipment at 13:02:51. It may also be an expected end time calculated based on the current time, for example, 3 minutes and 2 seconds, indicating that the preceding vehicle will end using the resource equipment after 3 minutes and 2 seconds. This disclosure does not limit this.
  • the on-board controller of the target vehicle can combine with the automatic train operation system, including vehicle location information, operation plan information, line speed limit, and resource equipment. The distance and other information are used to calculate the estimated travel time of the target vehicle to reach the resource equipment.
  • the estimated driving time may be a specific time, or may be an estimated driving time calculated based on the current time, which is not limited in this disclosure. Moreover, if the estimated end time and estimated driving time are calculated, since the communication time and calculation time of the target vehicle and the preceding vehicle are short, the difference between the current times of the two can be ignored. Alternatively, when higher accuracy requirements are required, the current time of the two can also be recorded, and the error can be eliminated through calculation, which is not limited in this disclosure.
  • the following describes an embodiment by taking the estimated end time sent by the preceding vehicle as the estimated end duration and the estimated travel time determined by the target vehicle as the estimated travel duration.
  • adjusting the departure time of the target vehicle based on the expected end time, the estimated driving time and the planned parking time of the target vehicle may be: determining the first time difference between the expected end time and the estimated driving time, and based on the first time difference and The maximum value between planned parking times adjusts the departure time of the target vehicle.
  • the first time difference between the estimated end time and the estimated driving time is calculated. For example, if the preceding vehicle finishes using the resource equipment in 3 minutes, and the target vehicle can travel to the resource equipment in 2 minutes, then the first time difference is 1 minute. For another example, if the preceding vehicle finishes using the resource equipment in 2 minutes, and the target vehicle can drive to the resource equipment in 3 minutes, then the first time difference is -1 minute. In this case, since there is no conflict, the first time difference can also be set is 0. If the first time difference is 1 minute, then the vehicle needs to park for at least 1 minute relative to the current time to avoid resource equipment usage conflicts.
  • the vehicle's planned parking time (referring to the vehicle's current remaining parking time, that is, the current countdown of the station parking time issued by the ATS) is compared with the first time difference. If the first time difference is less than or equal to the planned parking time, it means that the target vehicle will start after the planned parking time countdown ends and will not conflict with the preceding vehicle in using resource equipment. Then the target vehicle will count down according to the planned parking time and start normally. . If the first time difference is greater than the planned parking time, it means that the target vehicle will depart after the planned parking time countdown ends, which will conflict with the preceding vehicle in using resource equipment. The target vehicle will extend the departure time according to the first time difference. Departs after the time countdown ends. That is to say, according to the difference between the first time difference and the planned parking time The maximum value adjusts the departure time of the target vehicle.
  • adjusting the departure time of the target vehicle based on the expected end time, the estimated driving time and the planned parking time of the target vehicle can be: determining the total time of the planned parking time and the expected driving time, and determining the expected end time and the total time and adjust the departure time of the target vehicle according to the second time difference and the planned parking time of the target vehicle.
  • the total time of the planned parking time and the estimated driving time is calculated, and a second time difference between the estimated end time and the total time is calculated.
  • the preceding vehicle will finish using the resource equipment in 3 minutes
  • the target vehicle can drive to the resource equipment in 1 minute
  • the target vehicle's planned parking time is 1 minute
  • the total time is 2 minutes
  • the second time difference is 1 minute.
  • the target vehicle can drive to the resource equipment in 2 minutes
  • the planned parking time of the target vehicle is 1 minute
  • the total time is 3 minutes
  • the second time difference is -1 minute.
  • adjusting the departure time of the target vehicle based on the second time difference and the planned parking time of the target vehicle may be: if the expected end time is less than or equal to the total time, the departure time is the departure time determined based on the planned parking time. time, or if the estimated end time is greater than the total time, the departure time is adjusted based on the sum of the planned parking time and the second time difference.
  • the second time difference is 0 or a negative number
  • the target vehicle will depart after the planned parking time countdown ends and will not conflict with the preceding vehicle in using resource equipment. Just count down according to the planned parking time and start the train normally.
  • the estimated end time is greater than the total time, that is, the second time difference is a positive number, it means that the target vehicle will start after the planned parking time countdown ends, which will cause a conflict with the preceding vehicle in using resource equipment. Then the target vehicle can start based on the planned parking time. , and then extend the second time difference to adjust the departure time. That is to say, the departure time is adjusted according to the sum of the planned parking time and the second time difference.
  • determining the first time difference between the expected end time and the expected driving time includes: for each resource device, determining the expected end time and target vehicle of the preceding vehicle using the resource device. A plurality of differences is obtained from the difference in the estimated driving time to the resource equipment, and the maximum value among the plurality of differences is used as the first time difference.
  • the target vehicle can obtain the estimated end time of each resource device used by the previous vehicle, determine the estimated end time of the target vehicle traveling to each resource device, and then calculate the estimated end time of each resource device separately. The difference between the estimated end time and the estimated travel time, resulting in multiple differences. Since the target vehicle only needs to ensure that it will not conflict with the preceding vehicle when using the resource equipment corresponding to the maximum value among the multiple differences, it can be ensured that Ensure that the use of other resource equipment will not conflict with the preceding vehicle. Therefore, the maximum value among multiple differences can be used as the first time difference to compare with the planned parking time.
  • the target vehicle can determine multiple total times of the planned parking time and multiple estimated driving times, and then separately calculate the difference between the estimated end time and total time of each resource device to obtain multiple Difference, the maximum value among multiple differences is used as the second time difference.
  • the planned parking time is Just adjust the departure time with the sum of the second time difference.
  • the method further includes: after adjusting the departure time of the target vehicle according to the estimated end time, the estimated driving time and the planned parking time of the target vehicle, re-executing the acquisition of the estimated resource equipment usage of the previous vehicle at a preset time interval From the end time to the step of adjusting the departure time of the target vehicle according to the estimated end time, the estimated driving time and the planned parking time of the target vehicle, until the target vehicle successfully leaves.
  • the target vehicle is in the period from when the vehicle stops to successfully starting, the unexpected situation of the preceding vehicle may cause the expected end time of using the resource equipment to change. Therefore, the estimated end time of the resource equipment used by the preceding vehicle can be obtained periodically, so that when the estimated end time of the resource equipment used by the preceding vehicle changes, the departure time can be adjusted in a timely and flexible manner.
  • the vehicle controller needs to apply to the Object Controller (OC) for permission to use the resource equipment before departure, and can only start after obtaining the permission assigned by the OC, the vehicle controller needs to determine that the station stop time countdown is over and Depart after receiving the resource usage rights assigned by OC.
  • OC Object Controller
  • the current vehicle operates according to the operation plan provided by ATS.
  • the current vehicle searches for all trackside resources (equipment resources) required to reach the next station and sends them to ATS.
  • ATS After querying, ATS will feed back the information of the preceding vehicle using the trackside resource to the current vehicle.
  • the current vehicle establishes communication with the corresponding preceding vehicle based on the preceding vehicle information, and queries the ending time (estimated end time) of the preceding vehicle's use of the trackside resource. ).
  • the current vehicle sends query requests to the leading vehicle 1 corresponding to the trackside resource ID1 and the leading vehicle 2 corresponding to the trackside resource ID2.
  • the leading vehicle 1 and the leading vehicle 2 each calculate the end time of trackside resource use and feedback it to the current vehicle.
  • the current vehicle is based on the estimated travel time of the vehicle to the trackside equipment, the planned parking time and the feedback of the preceding vehicle.
  • the end time of use is used to calculate the departure time of the vehicle, so as to avoid the current vehicle being affected by the preceding vehicle and being forced to stop in the operating range after departure, so as to maximize the use of resource equipment and the preceding vehicle. If there is a conflict with the current vehicle, stop and wait within the platform. And apply to OC for the permission to use the trackside equipment. After obtaining the permission to use the trackside equipment and the stop time countdown ends, the current vehicle will depart.
  • embodiments of the present disclosure also provide a non-transitory computer-readable storage medium on which a computer program is stored.
  • the program is executed by a processor, the method steps for adjusting the departure time are implemented.
  • embodiments of the present disclosure also provide a vehicle-mounted controller, including:
  • a processor configured to execute the computer program in the memory to implement the steps of the above method for adjusting the departure time.
  • an embodiment of the present disclosure also provides a rail vehicle, including the above-mentioned on-board controller.
  • FIG. 3 is a block diagram of a vehicle-mounted controller 300 according to an exemplary embodiment.
  • the vehicle-mounted controller 300 includes a processor 301 , the number of which may be one or more, and a memory 302 for storing a computer program executable by the processor 301 .
  • the computer program stored in memory 302 may include one or more modules, each of which corresponds to a set of instructions.
  • the processor 301 may be configured to execute the computer program to perform the above-mentioned departure time adjustment method.
  • the vehicle-mounted controller 300 may also include a power supply component 305 and a communication component 303.
  • the power supply component 305 may be configured to perform power management of the vehicle-mounted controller 300
  • the communication component 303 may be configured to implement communication of the vehicle-mounted controller 300.
  • wired or wireless communications may also include an input/output (I/O) interface 304 .
  • the on-board controller 300 can operate based on an operating system stored in the memory 302, such as Windows ServerTM, Mac OS XTM, UnixTM, LinuxTM, etc.
  • a computer-readable storage medium including program instructions is also provided.
  • the steps of the above method for adjusting the departure time are implemented.
  • the non-transitory computer-readable storage medium may be the above-mentioned memory 302 including program instructions, and the above-mentioned program instructions may be executed by the processor 301 of the vehicle-mounted controller 300 to complete the above-mentioned departure time adjustment method.
  • a computer program product comprising a computer program executable by a programmable device, the computer program having a function for performing the above when executed by the programmable device.
  • the code part of the adjustment method of departure time.
  • any combination of various embodiments of the present disclosure can also be carried out, and as long as they do not violate the idea of the present disclosure, they should also be regarded as the contents disclosed in the present disclosure.

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

Abstract

一种发车时间的调整方法，包括：获取目标车辆在待行驶线路上所需的资源设备对应的前车信息（S101），前车信息对应的前序车辆表示在目标车辆使用资源设备之前，使用资源设备的车辆；根据前车信息与前序车辆建立通信，并获取前序车辆使用资源设备的预计结束时间（S102）；确定目标车辆行驶至资源设备的预计行驶时间（S103）；根据预计结束时间、预计行驶时间和目标车辆的计划停车时间调整目标车辆的发车时间（S104）。

Description

发车时间的调整方法、存储介质、车载控制器及轨道车辆
相关申请的交叉引用
本公开要求在2022年07月25日提交中国专利局、申请号为202210878389.4、名称为“发车时间的调整方法、存储介质、车载控制器及轨道车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆调度技术领域，具体地，涉及一种发车时间的调整方法、存储介质、车载控制器及轨道车辆。
背景技术
目前，轨道交通行业主要基于通信的列车控制系统(CBTC)控制轨道列车的发车时间。轨道列车在站台停车后，按照列车自动监控系统(Automatic Train Supervision，简称ATS)发送的站停时间进行发车倒计时，倒计时结束后发车。而列车自动监控系统通常根据该轨道列车在上一运行区间的运行时间对本站台的站停时间进行调整，例如在上一运行区间的运行时间超时，则减少该轨道列车在本站台的站停时间。
但是，若轨道列车在发车之后，发现前方待行驶线路上所需的轨旁设备被其他列车占用无法使用，会导致该轨道列车被逼停在运行区间，如遇紧急情况，救援或疏散乘客都非常不方便。
发明内容
本公开的目的是提供一种发车时间的调整方法、存储介质、车载控制器及轨道车辆，以解决车辆调整发车时间未考虑前方行驶车辆和所需资源设备，容易导致车辆被逼停在运行区间的问题。
为了实现上述目的，本公开的第一方面提供一种发车时间的调整方法，所述方法包括：
获取目标车辆在待行驶线路上所需的资源设备对应的前车信息，所述前车信息对应的前序车辆表示在所述目标车辆使用所述资源设备之前，使用所述资源设备的车辆；
根据所述前车信息与所述前序车辆建立通信，并获取所述前序车辆使用所述资源设 备的预计结束时间；
确定所述目标车辆行驶至所述资源设备的预计行驶时间；
根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间。
可选地，所述根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间，包括：
确定所述预计结束时间与所述预计行驶时间之间的第一时间差；
根据所述第一时间差与所述计划停车时间之间的最大值调整所述目标车辆的发车时间。
可选地，所述根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间，包括：
确定所述计划停车时间与所述预计行驶时间的总时间，并确定所述预计结束时间与所述总时间之间的第二时间差；
根据所述第二时间差与目标车辆的计划停车时间调整所述目标车辆的发车时间。
可选地，所述根据所述第二时间差与目标车辆的计划停车时间调整所述目标车辆的发车时间，包括：
若所述预计结束时间小于或等于所述总时间，则所述发车时间为根据所述计划停车时间确定的发车时间；
若所述预计结束时间大于所述总时间，则根据所述计划停车时间和所述第二时间差之和调整所述发车时间。
可选地，所述获取目标车辆在待行驶线路上所需的资源设备对应的前车信息，包括：
向车辆监控系统发送针对所述资源设备的第一查询请求；
接收所述车辆监控系统响应于所述第一查询请求反馈的所述资源设备对应的前车信息，所述前车信息是所述车辆监控系统根据所述资源设备和预设的车辆运行计划确定的。
可选地，所述根据所述前车信息与所述前序车辆建立通信，并获取所述前序车辆使用所述资源设备的预计结束时间，包括：
向所述前序车辆发送针对所述资源设备的第二查询请求；
接收所述前序车辆响应于所述第二查询请求反馈的所述前序车辆使用所述资源设备的预计结束时间，所述预计结束时间是所述前序车辆根据所述前序车辆的运行状态和所 述资源设备的使用情况确定的。
可选地，所述资源设备为多个，所述确定所述预计结束时间与所述预计行驶时间之间的第一时间差，包括：
针对每一资源设备，确定所述前序车辆使用该资源设备的预计结束时间和所述目标车辆行驶至该资源设备的预计行驶时间的差值，得到多个差值，并将所述多个差值中的最大值作为所述第一时间差。
可选地，所述方法还包括：
在所述根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间之后，间隔预设时长重新执行所述获取所述前序车辆使用所述资源设备的预计结束时间至所述根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间的步骤，直至所述目标车辆成功发车。
本公开的第二方面还提供一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现上述第一方面中任一项所述方法的步骤。
本公开的第三方面还提供一种车载控制器，包括：
存储器，其上存储有计算机程序；
处理器，用于执行所述存储器中的所述计算机程序，以实现上述第一方面中任一项所述方法的步骤。
本公开的第四方面还提供一种轨道车辆，包括上述第三方面中所述的车载控制器。
通过上述技术方案，至少能够达到以下技术效果：
首先获取目标车辆在待行驶线路上所需的资源设备对应的前车信息，然后根据前车信息与前序车辆建立通信，并获取前序车辆使用资源设备的预计结束时间。进而确定目标车辆行驶至资源设备的预计行驶时间，最后根据预计结束时间、预计行驶时间和目标车辆的计划停车时间调整目标车辆的发车时间。采用该方法，通过与前序车辆进行通信，结合前序车辆的运行状况和资源设备的使用情况，调整目标车辆的发车时间，能够避免车辆在发车之后被逼停在运行区间，进而在紧急情况下，便于救援或疏散乘客。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是本公开实施例提供的一种发车时间的调整方法的流程示意图；
图2是本公开实施例提供的一种目标车辆进行通信交互的示意图；
图3是本公开实施例示出的一种车载控制器的示意图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
需要说明的是，本公开中所有获取信号、信息或数据的动作都是在遵照所在地国家相应的数据保护法规政策的前提下，并获得由相应装置所有者给予授权的情况下进行的。
应当理解，本公开的方法实施方式中记载的各个步骤可以按照不同的顺序执行，和/或并行执行。此外，方法实施方式可以包括附加的步骤和/或省略执行示出的步骤。本公开的范围在此方面不受限制。本文使用的术语“包括”及其变形是开放性包括，即“包括但不限于”。术语“基于”是“至少部分地基于”。术语“一个实施例”表示“至少一个实施例”；术语“另一实施例”表示“至少一个另外的实施例”；术语“一些实施例”表示“至少一些实施例”。其他术语的相关定义将在下文描述中给出。
需要注意，本公开中提及的“第一”、“第二”等概念仅用于对不同的装置、模块或单元进行区分，并非用于限定这些装置、模块或单元所执行的功能的顺序或者相互依存关系。需要注意，本公开中提及的“一个”、“多个”的修饰是示意性而非限制性的，本领域技术人员应当理解，除非在上下文另有明确指出，否则应该理解为“一个或多个”。
由于轨道列车的正常运行受前方运行车辆、站台、道岔、折返轨等轨旁设备的影响，若前方运行车辆受前方站台火灾、紧急停车按钮被按下、站台门故障或者其他故障等意外状况停车占用资源设备，会导致其他车辆无法正常运行，若车辆已经从站台发车，则会导致车辆被逼停在运行区间内。尤其是始发车辆由于没有上一运行区间，发车时间基本不存在调整空间。
在这种情况下，如遇到突发状况，例如车辆发生火灾需要救援或者疏散乘客，或者乘客突发疾病需要下车治疗等，若车辆被逼停在区间内会导致救援或疏散乘客都非常不方便，不仅效率较低，而且成本也相对较高。
有鉴于此，本公开提供一种发车时间的调整方法、存储介质、车载控制器及轨道车辆，以解决上述问题。
需说明的是，本公开实施例提供的发车时间的调整方法，可以应用于自动驾驶的轨道车辆(列车)或人工驾驶的轨道车辆(列车)中，方法的执行主体可以是车辆，也可以是安装在车辆上的电子设备，例如轨道车辆的车载控制器(Vehicle On-Board Controller，简称VOBC)等，本公开对此不作限定。
下面对本公开的技术方案进行详细的实施例说明。
本公开实施例提供一种发车时间的调整方法，参照图1，该方法包括：
S101、获取目标车辆在待行驶线路上所需的资源设备对应的前车信息。
其中，前车信息对应的前序车辆表示在目标车辆使用资源设备之前，使用资源设备的车辆。
S102、根据前车信息与前序车辆建立通信，并获取前序车辆使用资源设备的预计结束时间。
S103、确定目标车辆行驶至资源设备的预计行驶时间。
S104、根据预计结束时间、预计行驶时间和目标车辆的计划停车时间调整目标车辆的发车时间。
采用上述方法，通过与前序车辆进行通信，结合前序车辆的运行状况和资源设备的使用情况，调整目标车辆的发车时间，能够避免车辆在发车之后被逼停在运行区间，也就是说，在前序车辆使用资源设备与目标车辆存在冲突的情况下，在站台内停车等待，进而在紧急情况下，便于救援或疏散乘客。同时，提高救援或疏散乘客的效率并降低成本。
为了使得本领域技术人员更加理解本公开提供的发车时间的调整方法，下面对上述各步骤进行详细举例说明。
在可能的方式中，获取目标车辆在待行驶线路上所需的资源设备对应的前车信息可以是：向车辆监控系统发送针对资源设备的第一查询请求，接收车辆监控系统响应于第一查询请求反馈的资源设备对应的前车信息，前车信息是车辆监控系统根据资源设备和预设的车辆运行计划确定的。
需说明的是，以目标车辆为轨道列车为例，车辆监控系统指列车自动监控系统(Automatic Train Supervision，简称ATS)，负责编制运行图、根据运行图自动办理列车进路、自动调整列车运行间隔以及记录运行数据等。其中，列车自动监控系统会记录轨道列车的车辆运行计划以及运行所需的资源设备，例如站台、道岔、折返轨等轨旁设备。
示例地，以目标车辆为轨道列车、执行主体为车载控制器为例，目标车辆在站台停稳后，车载控制器遍历目标车辆的资源设备列表，查询目标车辆从当前站台到下一站台所需的资源设备，车载控制器将查询到的资源设备信息，例如是资源设备ID，发送给列车自动监控系统请求查询所需的资源设备对应的前车信息。列车自动监控系统在接收到包括资源设备ID的查询请求后，查询当天的车辆运行计划，将资源设备ID对应的、在该目标车辆前使用该资源设备的前车信息回复给目标车辆的车载控制器。前车信息包括前车ID、车次号和表号等，并且，由于轨道列车都是按顺序运行的，因此针对一个资源设备，通常只需回复在目标车辆前一个使用该资源设备的前序车辆对应的信息。
在可能的方式中，根据前车信息与前序车辆建立通信，并获取前序车辆使用资源设备的预计结束时间可以是：向前序车辆发送针对资源设备的第二查询请求，接收前序车辆响应于第二查询请求反馈的前序车辆使用资源设备的预计结束时间，预计结束时间是前序车辆根据前序车辆的运行状态和资源设备的使用情况确定的。
示例地，车载控制器在接收到该前车信息后，根据前车ID与前车ID对应的前序车辆建立通信连接。将资源设备ID发送给前序车辆，前序车辆在接收到资源设备ID后，前序车辆的车载控制器可以结合列车自动运行系统(Automatic Train Operation，简称ATO)，根据包括车辆位置信息、运行计划信息、线路限速等车辆的运行状态以及资源设备的使用情况计算使用资源设备的预计结束时间，并回复目标车辆。
需说明的是，目标车辆从当前站台到下一站台所需的资源设备可以包括多个，多个资源设备所对应的前序车辆可能是一个，也可能是多个。若存在多个资源设备所对应的多个前序车辆的情况时，则分别与多个前序车辆建立通信。在本公开实施例中，车辆与车辆之间的通信可以基于列车全自主运行系统(Train Autonomous Control System，简称TACS)进行车车通信。
此外，由于轨道列车存在折返运行的情况，即前序车辆到达终点后折返运行。在这种情况下，虽然前序车辆是使用目标车辆所需资源设备的前一车辆，但是由于车辆在折返运行后所运行的轨道不同，因此与目标车辆不存在资源设备使用冲突的情况。为了避免在这种情况下查询、计算使用资源设备的预计结束时间造成通信资源和计算资源的浪费，可以在目标车辆与前序车辆进行车车通信时，请求前序车辆发送车次号和表号，若车次号和表号与列车自动监控系统发送的车次号和表号不一致，则说明前序车辆为折返车辆，无需向前序车辆发送针对资源设备的第二查询请求。若一致则说明目标车辆与前 序车辆可能存在资源设备使用冲突，则向前序车辆发送针对资源设备的第二查询请求。
值得说明的是，前序车辆发送的使用资源设备的预计结束时间，可以是具体的结束时刻，例如13:02:51，表示前序车辆在13:02:51结束使用该资源设备。也可以是基于当前时刻计算的预计结束时长，例如3分2秒，表示前序车辆在3分2秒后结束使用该资源设备，本公开对此不作限定。目标车辆在接收到前序车辆发送的使用资源设备的预计结束时间后，目标车辆的车载控制器可以结合列车自动运行系统，根据包括车辆位置信息、运行计划信息、线路限速、以及与资源设备的距离等信息计算目标车辆到达资源设备的预计行驶时间。预计行驶时间可以是具体的时刻，也可以是基于当前时刻计算的预计行驶时长，本公开对此不作限定。并且，若计算的是预计结束时长和预计行驶时长，由于目标车辆和前序车辆的通信时间和计算时间较短，二者的当前时间之间的差值可以忽略不计。或者，在对精度要求较高的情况下，也可以记录二者的当前时间，并通过计算消除误差，本公开对此不作限定。
下面以前序车辆发送的预计结束时间为预计结束时长、目标车辆确定的预计行驶时间为预计行驶时长为例进行实施例说明。
在可能的方式中，根据预计结束时间、预计行驶时间和目标车辆的计划停车时间调整目标车辆的发车时间可以是：确定预计结束时间与预计行驶时间之间的第一时间差，根据第一时间差与计划停车时间之间的最大值调整目标车辆的发车时间。
示例地，计算预计结束时间与预计行驶时间之间的第一时间差，例如前序车辆3分钟后使用完资源设备，目标车辆2分钟就可行驶至该资源设备，那么第一时间差为1分钟。再比如前序车辆2分钟后使用完资源设备，目标车辆3分钟就可行驶至该资源设备，那么第一时间差为-1分钟，这种情况下由于不存在冲突，也可以将第一时间差设置为0。若第一时间差为1分钟，那么车辆相对于当前时间至少需要停车1分钟才能够避免资源设备的使用冲突。进一步地，比较车辆的计划停车时间(指车辆当前剩余的停车时间，即ATS下发的站停时间的当前倒计时)与第一时间差的大小。若第一时间差小于或等于计划停车时间，说明目标车辆在计划停车时间倒计时结束后发车，不会与前序车辆产生使用资源设备的冲突，则目标车辆按照计划停车时间进行倒计时并正常发车即可。若第一时间差大于计划停车时间，说明目标车辆在计划停车时间倒计时结束后发车，会与前序车辆产生使用资源设备的冲突，则目标车辆按照第一时间差延长发车时间，在第一时间差对应的时间倒计时结束后发车。也就是说，根据第一时间差与计划停车时间之间的 最大值调整目标车辆的发车时间。
在可能的方式中，根据预计结束时间、预计行驶时间和目标车辆的计划停车时间调整目标车辆的发车时间可以是：确定计划停车时间与预计行驶时间的总时间，并确定预计结束时间与总时间之间的第二时间差；根据第二时间差与目标车辆的计划停车时间调整目标车辆的发车时间。
示例地，计算计划停车时间与预计行驶时间的总时间，并计算预计结束时间与总时间之间的第二时间差。例如前序车辆3分钟后使用完资源设备，目标车辆1分钟就可行驶至该资源设备，且目标车辆的计划停车时间为1分钟，那么总时间为2分钟，第二时间差为1分钟。再比如前序车辆2分钟后使用完资源设备，目标车辆2分钟就可行驶至该资源设备，且目标车辆的计划停车时间为1分钟，那么总时间为3分钟，第二时间差为-1分钟。
进一步地，在可能的方式中，根据第二时间差与目标车辆的计划停车时间调整目标车辆的发车时间可以是：若预计结束时间小于或等于总时间，则发车时间为根据计划停车时间确定的发车时间，或者若预计结束时间大于总时间，则根据计划停车时间和第二时间差之和调整发车时间。
示例地，若预计结束时间小于或等于总时间，即第二时间差为0或负数，说明目标车辆在计划停车时间倒计时结束后发车，不会与前序车辆产生使用资源设备的冲突，则目标车辆按照计划停车时间进行倒计时并正常发车即可。若预计结束时间大于总时间，即第二时间差为正数，说明目标车辆在计划停车时间倒计时结束后发车，会与前序车辆产生使用资源设备的冲突，则目标车辆可以在计划停车时间的基础上，再延长第二时间差的时长调整发车时间。也就是说，根据计划停车时间和第二时间差之和调整发车时间。
在可能的方式中，资源设备为多个，确定预计结束时间与预计行驶时间之间的第一时间差，包括：针对每一资源设备，确定前序车辆使用该资源设备的预计结束时间和目标车辆行驶至该资源设备的预计行驶时间的差值，得到多个差值，并将多个差值中的最大值作为第一时间差。
示例地，若资源设备为多个，目标车辆可以获取前序车辆使用每个资源设备的预计结束时间，并确定目标车辆行驶至每个资源设备的预计结束时间，进而分别计算每个资源设备的预计结束时间和预计行驶时间的差值，得到多个差值。由于目标车辆只需保证在使用多个差值中的最大值所对应的资源设备时，不会与前序车辆产生冲突，就可以确 保使用其他资源设备不会与前序车辆产生冲突。因此，将多个差值中的最大值作为第一时间差与计划停车时间进行比较即可。
相应地，若资源设备为多个，目标车辆可以确定计划停车时间与多个预计行驶时间的多个总时间，进而分别计算每个资源设备的预计结束时间和总时间的差值，得到多个差值，将多个差值中的最大值作为第二时间差，最后只需比较目标车辆与前序车辆使用最大值所对应的资源设备是否冲突，并在存在冲突的情况下，根据计划停车时间和第二时间差之和调整发车时间即可。
在可能的方式中，该方法还包括：在根据预计结束时间、预计行驶时间和目标车辆的计划停车时间调整目标车辆的发车时间之后，间隔预设时长重新执行获取前序车辆使用资源设备的预计结束时间至根据预计结束时间、预计行驶时间和目标车辆的计划停车时间调整目标车辆的发车时间的步骤，直至目标车辆成功发车。
示例地，由于目标车辆在车辆停稳到发车成功的期间内，前序车辆受突发状况可能导致使用资源设备的预计结束时间发生变化。因此，可以周期性的获取前序车辆使用资源设备的预计结束时间，从而在前序车辆使用资源设备的预计结束时间发生变化时，能够及时地、灵活地调整发车时间。
需说明的是，由于车辆在发车前需要向(Object Controller，简称OC)申请资源设备的使用权限，并在获得OC分配的使用权限后才能发车，因此车载控制器需要判断站停时间倒计时结束并且收到OC分配的资源使用权限后再发车。
为了使得本领域技术人员更加理解本公开提供的发车时间的调整方法的方法步骤，下面结合目标车辆与前序车辆、ATS、OC的通信过程进行详细的实施例说明。
参照图2，当前车辆(目标车辆)按照ATS提供的运行计划运行，当当前车辆在站台停稳后，搜索到达下一站进路上所需的所有轨旁资源(设备资源)发送给ATS。ATS经过查询后将使用该轨旁资源的前车信息反馈给当前车辆，当前车辆根据前车信息与对应的前序车辆建立通信，查询前序车辆使用轨旁资源的使用结束时间(预计结束时间)。图2中以存在两个轨旁资源为例，当前车辆分别向轨旁资源ID1对应的前车1、轨旁资源ID2对应的前车2发送查询请求。前车1和前车2在接收到查询请求后，各自计算轨旁资源的使用结束时间并反馈给当前车辆，当前车辆基于本车到达轨旁设备的预计行驶时间、计划停车时间和前车反馈的使用结束时间计算本车的发车时间，以避免当前车辆在发车后受前序车辆影响被逼停在运行区间内，从而尽可能在前序车辆使用资源设备与 当前车辆存在冲突的情况下，在站台内停车等待。并向OC申请轨旁设备的使用权限，在获得轨旁设备的使用权限且站停时间倒计时结束后，当前车辆发车。
基于同一发明构思，本公开实施例还提供一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现上述发车时间的调整方法步骤。
基于同一发明构思，本公开实施例还提供一种车载控制器，包括：
存储器，其上存储有计算机程序；
处理器，用于执行所述存储器中的所述计算机程序，以实现上述发车时间的调整方法的步骤。
基于同一发明构思，本公开实施例还提供一种轨道车辆，包括上述车载控制器。
图3是根据一示例性实施例示出的一种车载控制器300的框图。参照图3，车载控制器300包括处理器301，其数量可以为一个或多个，以及存储器302，用于存储可由处理器301执行的计算机程序。存储器302中存储的计算机程序可以包括一个或一个以上的每一个对应于一组指令的模块。此外，处理器301可以被配置为执行该计算机程序，以执行上述的发车时间的调整方法。
另外，车载控制器300还可以包括电源组件305和通信组件303，该电源组件305可以被配置为执行车载控制器300的电源管理，该通信组件303可以被配置为实现车载控制器300的通信，例如，有线或无线通信。此外，该车载控制器300还可以包括输入/输出(I/O)接口304。车载控制器300可以操作基于存储在存储器302的操作系统，例如Windows ServerTM，Mac OS XTM，UnixTM，LinuxTM等等。
在另一示例性实施例中，还提供了一种包括程序指令的计算机可读存储介质，该程序指令被处理器执行时实现上述的发车时间的调整方法的步骤。例如，该非临时性计算机可读存储介质可以为上述包括程序指令的存储器302，上述程序指令可由车载控制器300的处理器301执行以完成上述的发车时间的调整方法。
在另一示例性实施例中，还提供一种计算机程序产品，该计算机程序产品包含能够由可编程的装置执行的计算机程序，该计算机程序具有当由该可编程的装置执行时用于执行上述的发车时间的调整方法的代码部分。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合，为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (11)

  1. 一种发车时间的调整方法，其特征在于，所述方法包括：
    获取目标车辆在待行驶线路上所需的资源设备对应的前车信息(S101)，所述前车信息对应的前序车辆表示在所述目标车辆使用所述资源设备之前，使用所述资源设备的车辆；
    根据所述前车信息与所述前序车辆建立通信，并获取所述前序车辆使用所述资源设备的预计结束时间(S102)；
    确定所述目标车辆行驶至所述资源设备的预计行驶时间(S103)；
    根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间(S104)。
  2. 根据权利要求1所述的方法，其特征在于，所述根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间，包括：
    确定所述预计结束时间与所述预计行驶时间之间的第一时间差；
    根据所述第一时间差与所述计划停车时间之间的最大值调整所述目标车辆的发车时间。
  3. 根据权利要求1所述的方法，其特征在于，所述根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间，包括：
    确定所述计划停车时间与所述预计行驶时间的总时间，并确定所述预计结束时间与所述总时间之间的第二时间差；
    根据所述第二时间差与目标车辆的计划停车时间调整所述目标车辆的发车时间。
  4. 根据权利要求3所述的方法，其特征在于，所述根据所述第二时间差与目标车辆的计划停车时间调整所述目标车辆的发车时间，包括：
    若所述预计结束时间小于或等于所述总时间，则所述发车时间为根据所述计划停车时间确定的发车时间；
    若所述预计结束时间大于所述总时间，则根据所述计划停车时间和所述第二时间差之和调整所述发车时间。
  5. 根据权利要求1所述的方法，其特征在于，所述获取目标车辆在待行驶线路上所需的资源设备对应的前车信息，包括：
    向车辆监控系统发送针对所述资源设备的第一查询请求；
    接收所述车辆监控系统响应于所述第一查询请求反馈的所述资源设备对应的前车信息，所述前车信息是所述车辆监控系统根据所述资源设备和预设的车辆运行计划确定的。
  6. 根据权利要求1所述的方法，其特征在于，所述根据所述前车信息与所述前序车辆建立通信，并获取所述前序车辆使用所述资源设备的预计结束时间，包括：
    向所述前序车辆发送针对所述资源设备的第二查询请求；
    接收所述前序车辆响应于所述第二查询请求反馈的所述前序车辆使用所述资源设备的预计结束时间，所述预计结束时间是所述前序车辆根据所述前序车辆的运行状态和所述资源设备的使用情况确定的。
  7. 根据权利要求2所述的方法，其特征在于，所述资源设备为多个，所述确定所述预计结束时间与所述预计行驶时间之间的第一时间差，包括：
    针对每一资源设备，确定所述前序车辆使用该资源设备的预计结束时间和所述目标车辆行驶至该资源设备的预计行驶时间的差值，得到多个差值，并将所述多个差值中的最大值作为所述第一时间差。
  8. 根据权利要求1-7中任一项所述的方法，其特征在于，所述方法还包括：
    在所述根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间之后，间隔预设时长重新执行所述获取所述前序车辆使用所述资源设备的预计结束时间至所述根据所述预计结束时间、所述预计行驶时间和目标车辆的计划停车时间调整所述目标车辆的发车时间的步骤，直至所述目标车辆成功发车。
  9. 一种非临时性计算机可读存储介质，其上存储有计算机程序，其特征在于，该程序被处理器执行时实现权利要求1-8中任一项所述方法的步骤。
  10. 一种车载控制器(300)，其特征在于，包括：
    存储器(302)，其上存储有计算机程序；
    处理器(301)，用于执行所述存储器(302)中的所述计算机程序，以实现权利要求1-8中任一项所述方法的步骤。
  11. 一种轨道车辆，其特征在于，包括权利要求10所述的车载控制器(300)。
PCT/CN2023/097642 2022-07-25 2023-05-31 发车时间的调整方法、存储介质、车载控制器及轨道车辆 WO2024021851A1 (zh)

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