Relative velocity based train protection method and apparatus
Provided is a relative velocity train protection method and apparatus. The method includes the following steps: a preceding train and a following train in two successive trains calculate their safe spatial-temporal trajectory information in a stopping process using an electronic map, velocity measurement and positioning information, and performance of the train (S 11 ); the following train obtains the spatial-temporal trajectory information of the preceding train through vehicle-to-vehicle communication (S 12 ); the following train creates a safety condition according to a constraint that a position of the following train does not surpass that of the preceding train at any time, and solves the emergency brake intervention (EBI) velocity of the following train (S 13 ); the following train determines whether its measured velocity v 2 (t 0 ) exceeds the EBI velocity E 2 (t 0 ), and if so, make the following train decelerate until the following train stops (S 14 ).
1. A relative velocity based train protection method, comprising the following steps:
step 1 , calculating safe spatial-temporal trajectory information of a preceding train and a following train in two successive trains in a stopping process using an electronic map and autonomous velocity measurement and positioning information in combination with performance of the preceding train and the following train, wherein the safe spatial-temporal trajectory information comprises: a curve of a position changing with time;
step 2 , obtaining the safe spatial-temporal trajectory information of the preceding train by the following train through vehicle-to-vehicle communication;
step 3 , creating a safety condition by the following train according to a constraint that a position of the following train does not surpass a position of the preceding train at any time in combination with the safe spatial-temporal trajectory information of the preceding train and the following train, and solving an emergency brake intervention (EBI) velocity of the following train; and
step 4 , determining, by the following train through comparison, whether a current measured velocity v 2 (t 0 ) of the following train exceeds the EBI velocity E 2 (t 0 ) of the following train, and in response to v 2 (t 0 )>E 2 (t 0 ), outputting an emergency braking instruction to make the following train decelerate until the following train stops, wherein
step 1 comprises the following sub-steps:
obtaining, by the preceding train, own velocity v 1 (t 0 ) and position information x 1 (t 0 ) using the velocity measurement and positioning technology, and obtaining, by the following train, own velocity v 2 (t 0 ) and position information x 2 (t 0 );
obtaining, by the preceding train, most unfavorable slope acceleration β 1 during emergency braking and maximum emergency braking acceleration α 1 , and obtaining, by the following train, most unfavorable slope acceleration β 2 from triggering of emergency braking to stopping, a duration of traction phase δ 2 , maximum traction acceleration γ 2 , a duration of idling phase ε 2 , and emergency braking acceleration α 2 that is guaranteed under a most unfavorable condition;
taking, by the preceding train, measured rear position and velocity information as an initial state, and calculating the curve of the position of the preceding train changing with time during braking according to a model of a train immediately implementing emergency braking in combination with train braking performance and line parameters obtained by query; and
taking, by the following train, measured train head position information and EBI velocity as an initial state, and calculating the curve of the position of the following train changing with time during braking according to a safe braking model stipulated in IEEE1474.1 in combination with train traction and braking performance and line parameters obtained by query.
2. The method according to claim 1 , wherein step 3 comprises the following sub-steps:
step 31 , calculating a duration of braking phase τ 1 of the preceding train, namely,
τ
1
=
-
v
1
(
t
0
)
α
1
+
β
1
;
and
step 32 , according to the duration of braking phase τ 1 of the preceding train, a duration of traction phase δ 2 of the following train, a duration of idling phase ε 2 of the following train, the maximum emergency braking acceleration α 1 within the duration of braking phase τ 1 of the preceding train, the most unfavorable slope acceleration β 1 of the preceding train during emergency braking, the emergency braking acceleration α 2 that is guaranteed under the most unfavorable condition of the following train, and the most unfavorable slope acceleration β 2 of the following train from triggering of the emergency braking to stopping, determining a calculation method for the EBI velocity of the following train.
3. The method according to claim 2 , wherein step 32 comprises the following sub-steps:
in response to τ 1 <δ 2 +ε 2 , calculating a constraint of an initial velocity of the following train, that is, in response to v 2 (t 0 )≤f 5 (t) and v 2 (t 0 )≤f 4 (t m1 ), calculating the EBI velocity of the following train as follows:
E
2
(
t
0
)
=
min
(
f
5
(
t
)
,
f
4
(
t
m
1
)
)
;
in response to δ 2 +ε 2 ≤τ 1 and (α 1 +β 1 )−(α 2 +β 2 )>0, calculating a constraint of an initial velocity of the following train, that is, in response to v 2 (t 0 )≤f 5 (t), v 2 (t 0 )≤f 4 (t m1 ), v 2 (t 0 )≤f 4 (t 1 ) and v 2 (t 0 )≤f 3 (t n1 ), calculating the EBI velocity of the following train as follows:
E
2
(
t
0
)
=
min
(
f
5
(
t
)
,
f
4
(
t
m
1
)
,
f
4
(
t
1
)
,
f
3
(
t
n
1
)
)
;
and
in response to δ 2 +ε 2 ≤τ 1 and (α 1 +β 1 )−(α 2 +β 2 )≤0, calculating a constraint of an initial velocity of the following train, that is, in response to v 2 (t 0 )≤f 5 (t), v 2 (t 0 )≤f 4 (t m1 ) and v 2 (t 0 )≤f 4 (t 1 ), calculating the EBI velocity of the following train as follows: E 2 (t 0 )=min(f 4 (t 1 ), f 5 (t), f 4 (t m1 )).
4. The method according to claim 3 , wherein
Formula 1 is as follows:
f
5
(
t
)
=
-
(
α
2
+
β
2
)
(
B
+
B
2
-
2
C
α
2
+
β
2
)
,
wherein
B
=
(
γ
2
-
α
2
)
(
δ
2
+
ε
2
)
α
2
+
β
2
,
and
C
=
x
1
(
t
0
)
-
[
v
1
(
t
0
)
]
2
2
(
α
1
+
β
1
)
-
[
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
+
1
2
β
2
(
ε
2
)
2
+
[
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
]
2
2
(
α
2
+
β
2
)
]
-
S
;
Formula 2 is as follows:
f
4
(
t
m
1
)
=
x
1
(
t
0
)
-
[
v
1
(
t
0
)
]
2
2
(
α
1
+
β
1
)
-
[
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
t
m
1
-
t
0
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
m
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
m
1
-
t
2
c
)
2
]
-
S
t
m
1
-
t
0
N
=
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
m
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
m
1
-
t
2
c
)
2
;
t
m
1
=
E
D
+
t
0
;
t
2
c
=
δ
2
+
ε
2
+
t
0
;
and
D
=
-
1
2
(
α
2
+
β
2
)
>
0
;
E
=
γ
2
(
δ
2
)
2
-
1
2
α
2
(
δ
2
+
ε
2
)
2
+
[
x
1
(
t
0
)
-
[
v
1
(
t
0
)
]
2
2
(
α
1
+
β
1
)
-
x
2
(
t
0
)
-
S
]
;
Formula 3 is as follows:
f
4
(
t
1
)
=
x
1
(
t
0
)
-
[
v
1
(
t
0
)
]
2
2
(
α
1
+
β
1
)
-
[
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
t
1
-
t
0
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
1
-
t
2
c
)
2
]
-
S
t
1
-
t
0
;
P
=
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
1
-
t
2
c
)
2
t
1
=
-
v
1
(
t
0
)
(
A
1
+
G
1
)
+
t
0
;
t
2
c
=
δ
2
+
ε
2
+
t
0
;
and
Formula 4 is as follows:
f
3
(
t
n
1
)
=
x
1
(
t
0
)
-
[
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
t
n
1
-
t
0
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
n
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
n
1
-
t
2
c
)
2
]
-
S
t
n
1
-
t
0
+
v
1
(
t
0
)
+
1
2
(
α
1
+
β
1
)
(
t
n
1
-
t
0
)
t
n
1
=
E
1
D
1
+
t
0
;
t
2
c
=
δ
2
+
ε
2
+
t
0
;
and
D
1
=
1
2
[
(
α
1
+
β
1
)
-
(
α
2
+
β
2
]
;
E
1
=
γ
2
(
δ
2
)
2
-
1
2
α
2
(
δ
2
+
ε
2
)
2
+
[
x
1
(
t
0
)
-
x
2
(
t
0
)
-
S
]
.
5. A relative velocity based train protection apparatus, comprising:
a first generation unit configured to calculate safe spatial-temporal trajectory information of a preceding train and a following train in two successive trains in a stopping process using an electronic map and autonomous velocity measurement and positioning information in combination with performance of the preceding train and the following train, wherein the safe spatial-temporal trajectory information comprises: a curve of a position changing with time;
an obtaining unit configured to obtain the safe spatial-temporal trajectory information of the preceding train by the following train through vehicle-to-vehicle communication;
a solving unit configured to create a safety condition by the following train according to a constraint that a position of the following train does not surpass a position of the preceding train at any time in combination with the safe spatial-temporal trajectory information of the preceding train and the following train, and solve an EBI velocity of the following train; and
a comparison unit configured to determine, by the following train through comparison, whether a current measured velocity v 2 (t 0 ) of the following train exceeds the EBI velocity E 2 (t 0 ) of the following train, and output an emergency braking instruction to make the following train decelerate until the following train stops in response to v 2 (t 0 )>E 2 (t 0 ), wherein
the first generation unit is specifically configured to:
obtain, by the preceding train, own velocity v 1 (t 0 ) and position information x 1 (t 0 ) using the velocity measurement and positioning technology, and obtain, by the following train, own velocity v 2 (t 0 ) and position information x 2 (t 0 );
obtain, by the preceding train, most unfavorable slope acceleration β 1 during emergency braking and maximum emergency braking acceleration α 1 , and obtain, by the following train, most unfavorable slope acceleration β 2 from triggering of emergency braking to stopping, a duration of traction phase δ 2 , maximum traction acceleration γ 2 , a duration of idling phase ε 2 , and emergency braking acceleration α 2 that is guaranteed under a most unfavorable condition;
take, by the preceding train, measured rear position and velocity information as an initial state, and calculate the curve of the position of the preceding train changing with time during braking according to a model of a train immediately implementing emergency braking in combination with train braking performance and line parameters obtained by query; and
take, by the following train, measured train head position information and EBI velocity as an initial state, and calculate the curve of the position of the following train changing with time during braking according to a safe braking model stipulated in IEEE1474.1 in combination with train traction and braking performance and line parameters obtained by query.
6. The relative velocity based train protection apparatus according to claim 5 , wherein the solving unit is further configured to:
calculate a duration of braking phase τ 1 of the preceding train, namely,
τ
1
=
-
v
1
(
t
0
)
α
1
+
β
1
;
and
determine a calculation method for the EBI velocity of the following train, according to the duration of braking phase τ 1 of the preceding train, a duration of traction phase δ 2 of the following train, a duration of idling phase ε 2 of the following train, the maximum emergency braking acceleration α 1 within the duration of braking phase τ 1 of the preceding train, the most unfavorable slope acceleration β 1 of the preceding train during emergency braking, the emergency braking acceleration α 2 that is guaranteed under the most unfavorable condition of the following train, and the most unfavorable slope acceleration β 2 of the following train from triggering of the emergency braking to stopping.
7. The relative velocity based train protection apparatus according to claim 5 , wherein when the solving unit determines the calculation method for the EBI velocity of the following train, the solving unit is further configured to:
in response to τ 1 <δ 2 +ε 2 , calculate a constraint of an initial velocity of the following train, that is, in response to v 2 (t 0 )≤f 5 (t) and v 2 (t 0 )≤f 4 (t m1 ), calculate the EBI velocity of the following train as follows:
E
2
(
t
0
)
=
min
(
f
5
(
t
)
,
f
4
(
t
m
1
)
)
;
in response to δ 2 +ε 2 ≤τ 1 and (α 1 +β 1 )−(α 2 +β 2 )>0, calculate a constraint of an initial velocity of the following train, that is, in response to v 2 (t 0 )≤f 5 (t), v 2 (t 0 )≤f 4 (t m1 ), v 2 (t 0 )≤f 4 (t 1 ) and v 2 (t 0 )≤f 3 (t n1 ) calculate the EBI velocity of the following train as follows:
E
2
(
t
0
)
=
min
(
f
5
(
t
)
,
f
4
(
t
m
1
)
,
f
4
(
t
1
)
,
f
3
(
t
n
1
)
)
;
and
in response to δ 2 +ε 2 ≤τ 1 and (α 1 +β 1 )−(α 2 +β 2 )≤0, calculate a constraint of an initial velocity of the following train, that is, in response to v 2 (t 0 )≤f 5 (t), v 2 (t 0 )≤f 4 (t m1 ) and v 2 (t 0 )≤f 4 (t 1 ), calculate the EBI velocity of the following train as follows: E 2 (t 0 )=min(f 4 (t 1 ), f 5 (t), f 4 (t m1 ).
8. The relative velocity based train protection apparatus according to claim 7 , wherein
Formula 1 is as follows:
f
5
(
t
)
=
-
(
α
2
+
β
2
)
(
B
+
B
2
-
2
C
α
2
+
β
2
)
,
where
in
B
=
γ
2
-
α
2
)
(
δ
2
+
ε
2
)
α
2
+
β
2
,
and
C
=
x
1
(
t
0
)
-
[
v
1
(
t
0
)
]
2
2
(
α
1
+
β
1
)
-
[
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
+
1
2
β
2
(
ε
2
)
2
+
[
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
]
2
2
(
α
2
+
β
2
)
]
-
S
;
Formula 2 is as follows:
f
4
(
t
m
1
)
=
x
1
(
t
0
)
-
[
v
1
(
t
0
)
]
2
2
(
α
1
+
β
1
)
-
[
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
t
m
1
-
t
0
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
m
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
m
1
-
t
2
c
)
2
]
-
S
t
m
1
-
t
0
N
=
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
m
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
m
1
-
t
2
c
)
2
;
D
=
-
1
2
(
α
2
+
β
2
)
>
0
;
E
=
γ
2
(
δ
2
)
2
-
1
2
α
2
(
δ
2
+
ε
2
)
2
+
[
x
1
(
t
0
)
-
[
v
1
(
t
0
)
]
2
2
(
α
1
+
β
1
)
-
x
2
(
t
0
)
-
S
]
;
Formula 3 is as follows:
f
4
(
t
1
)
=
x
1
(
t
0
)
-
[
v
1
(
t
0
)
]
2
2
(
α
1
+
β
1
)
-
[
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
t
1
-
t
0
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
1
-
t
2
c
)
2
]
-
S
t
1
-
t
0
;
P
=
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
1
-
t
2
c
)
2
t
1
=
-
v
1
(
t
0
)
(
A
1
+
G
1
)
+
t
0
;
t
2
c
=
δ
2
+
ε
2
+
t
0
;
and
Formula 4 is as follows:
f
3
(
t
n
1
)
=
x
1
(
t
0
)
-
[
x
2
(
t
0
)
+
1
2
(
γ
2
+
β
2
)
(
δ
2
)
2
+
(
γ
2
+
β
2
)
δ
2
(
ε
2
)
t
n
1
-
t
0
+
1
2
β
2
(
ε
2
)
2
+
(
(
γ
2
+
β
2
)
δ
2
+
β
2
ε
2
)
(
t
n
1
-
t
2
c
)
+
1
2
(
α
2
+
β
2
)
(
t
n
1
-
t
2
c
)
2
]
-
S
t
n
1
-
t
0
+
v
1
(
t
0
)
+
1
2
(
α
1
+
β
1
)
(
t
n
1
-
t
0
)
(
52
)
t
n
1
=
E
1
D
1
+
t
0
;
t
2
c
=
δ
2
+
ε
2
+
t
0
;
and
D
1
=
1
2
[
(
α
1
+
β
1
)
-
(
α
2
+
β
2
]
;
E
1
=
γ
2
(
δ
2
)
2
-
1
2
α
2
(
δ
2
+
ε
2
)
2
+
[
x
1
(
t
0
)
-
x
2
(
t
0
)
-
S
]
.