CN116902028B - Method, equipment and medium for optimizing intrusion resources based on vehicle-to-vehicle communication - Google Patents
Method, equipment and medium for optimizing intrusion resources based on vehicle-to-vehicle communication Download PDFInfo
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- CN116902028B CN116902028B CN202311161834.6A CN202311161834A CN116902028B CN 116902028 B CN116902028 B CN 116902028B CN 202311161834 A CN202311161834 A CN 202311161834A CN 116902028 B CN116902028 B CN 116902028B
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- 238000004891 communication Methods 0.000 title claims abstract description 56
- 238000000034 method Methods 0.000 title claims abstract description 37
- 238000013475 authorization Methods 0.000 claims abstract description 9
- 238000005457 optimization Methods 0.000 claims description 21
- 238000013459 approach Methods 0.000 claims description 5
- 238000012544 monitoring process Methods 0.000 abstract description 3
- 238000012545 processing Methods 0.000 description 8
- 238000010586 diagram Methods 0.000 description 5
- 230000002093 peripheral effect Effects 0.000 description 5
- 238000007689 inspection Methods 0.000 description 4
- 238000004088 simulation Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 238000009413 insulation Methods 0.000 description 3
- 238000013473 artificial intelligence Methods 0.000 description 2
- 238000009877 rendering Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
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- 239000004973 liquid crystal related substance Substances 0.000 description 1
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- 230000005055 memory storage Effects 0.000 description 1
- PLAIAIKZKCZEQF-UHFFFAOYSA-N methyl 6-chloro-2-oxo-3h-1,2$l^{4},3-benzodithiazole-4-carboxylate Chemical compound COC(=O)C1=CC(Cl)=CC2=C1NS(=O)S2 PLAIAIKZKCZEQF-UHFFFAOYSA-N 0.000 description 1
- 238000010295 mobile communication Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/42—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/30—Services specially adapted for particular environments, situations or purposes
- H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
- H04W4/46—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]
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- Aviation & Aerospace Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The application discloses a method, equipment and medium for optimizing intrusion resources based on vehicle-to-vehicle communication, which are used for a train control system of the vehicle-to-vehicle communication and comprise the following steps: detecting whether an infringed train exists in an infringed section corresponding to a forward route of the current train, if not, executing forward signal control, wherein the movement authority of the infringed train corresponding to the current train cannot exceed a set point, monitoring the running state of the current train, and adjusting the movement authority of the infringed train; if yes, executing the route handling control; and setting the end point of the movement authorization of the current train as a front annunciator, driving the intrusion train to run, and if the intrusion distance is not lower than the set intrusion distance in the front running direction, judging that the intrusion section of the front route is not intrusion, and changing the movement authorization of the current train to enable the current train to advance. The application carries out card control on the intrusion range based on the train position, realizes that the train can handle the route for the train when in the intrusion zone but not in the intrusion range, ensures that the train can be launched in advance, and improves the running efficiency.
Description
Technical Field
The present application relates to the field of technologies, and in particular, to a method, an apparatus, and a storage medium for optimizing an intrusion resource based on vehicle-to-vehicle communication.
Background
Along with the diversified development of train and railway technologies, rail traffic is of more and more types, is not only widely applied to long-distance land transportation, but also widely applied to medium-short-distance urban public transportation, and is a type of transportation means or transportation system for running vehicles on specific rails, and has the advantages of large transportation capacity, high speed, dense shifts, safety, comfort, high standard point rate, all weather, low transportation cost, energy conservation, environmental protection and the like, and is taken as one of public transportation, and is closely related to the travel of people at present.
At present, whether a traditional CBTC system or a train control system based on train communication is adopted, for safety inspection of the intrusion condition, if a train is not in the intrusion range, the intrusion condition is judged to be true, the running efficiency of the train is affected, and the intrusion resource waste is caused.
Disclosure of Invention
In order to solve the problems, the application provides a method, equipment and medium for optimizing intrusion resources based on train communication, which are used for clamping and controlling an intrusion range based on the position of a train, when an intrusion condition is checked, a train on an intrusion section leaves the intrusion range but does not leave the intrusion section or is close to a neighboring train, and MA (movement authority, movement authorization) is judged not to cross the intrusion range, so that the purpose that the train enters the intrusion section but does not enter the intrusion range is achieved, a signal is opened, the train can be sent out in advance, and the turnout is pulled in advance, so that the running efficiency is improved.
The application provides an intrusion resource optimization method based on vehicle-to-vehicle communication, which is used for a train control system of the vehicle-to-vehicle communication, wherein the system comprises an existing RC (resource Controller) of the vehicle-to-vehicle, a train intelligent monitoring system and an IVOC (Intelligent Vehicle On-Board Controller, vehicle-mounted Controller);
wherein the IVOC is further divided into subsystems: ITP (Intelligent Train Protection, train intelligent protection system) and ITO (Intelligent Train Operationn, train intelligent driving system).
The specific technical scheme is as follows:
s1: detecting whether an intrusion train exists in an intrusion section corresponding to the front advancing route of the current train, if not, executing the front advancing signal control of the current train, and if so, executing the handling control of the current train;
s2: the current train forward signal control is specifically as follows:
the movement authority of the limit-intrusion train corresponding to the current train cannot exceed the set point, the running state of the current train is monitored, and the movement authority of the limit-intrusion train is adjusted according to the running state of the current train;
s3: the current train route handling control is specifically as follows:
and setting the end point of the movement authorization of the current train as the position of the front annunciator of the current train, driving the intrusion train to run, and if the intrusion train runs forward by not less than the set intrusion distance, judging that the intrusion train does not exist in the intrusion section of the front route of the current train, and changing the movement authorization of the current train to enable the current train to advance the route.
Further, in step S2, after the current train passes through the turnout area, the movement authority of the overrun train extends forward based on the set point, and if the current train does not pass through the turnout area, the movement authority of the overrun train remains unchanged.
Further, after the current train travels through the aisle region, the movement authority of the overrun train extends forward through the overrun section to the terminal of the initial section of the current train.
Further, in step S2, the set point is the start of the intrusion section or the start of the guard distance of the intrusion section.
Further, the guard distance is a withdrawal distance S set at the terminal end of the intrusion section.
Further, in step S3, the intrusion distance is a sum of a rollback distance L set at a terminal of the intrusion section and a carriage return distance S set.
Further, in step S3, when it is determined that there is no intrusion train on the intrusion section of the front route of the current train, the movement authority of the current train is extended to the next co-directional signal of the current train.
Further, the limit intrusion section is a turnout section for connecting the current train with the approach section where the limit intrusion train is located.
The application also discloses a limit intrusion resource optimization device based on vehicle-to-vehicle communication, which comprises: the method comprises the steps of a memory, a processor and an intrusion resource optimization program based on vehicle-to-vehicle communication, wherein the intrusion resource optimization program based on vehicle-to-vehicle communication is stored in the memory and can run on the processor, and the intrusion resource optimization program based on vehicle-to-vehicle communication is implemented by the processor.
The application also discloses a computer storage medium, wherein the storage medium is stored with an intrusion resource optimization program based on vehicle-to-vehicle communication, and the intrusion resource optimization program based on vehicle-to-vehicle communication realizes the steps of the intrusion resource optimization method based on vehicle-to-vehicle communication when being executed by a processor.
The beneficial effects of the application are as follows:
according to the application, the control system of the existing train is optimized based on the control of the train on the intrusion range, the intrusion condition inspection is optimized, and the train route can be handled in advance and the signal is opened in advance under the condition of meeting the intrusion range protection inspection by calculating the position of the train and controlling the position of the train MA, so that the train departure interval is reduced, and the running efficiency is improved.
Drawings
FIG. 1 is a schematic flow chart of the method.
Fig. 2 is a schematic diagram of a simulation of the condition of an overrun train within an overrun zone.
Fig. 3 is a schematic diagram of a simulation of the condition of an overrun train in which the overrun section is not within the overrun range.
Fig. 4 is a schematic diagram of a state simulation in which an overrun train does not pass over the start of an overrun section.
Fig. 5 is a state simulation diagram of an overrun train movement authority extension.
Fig. 6 is a simulated schematic diagram of the state of the intrusion train movement authority at a guard distance from the tail end of the intrusion section.
Detailed Description
In the following description, the technical solutions of the embodiments of the present application are clearly and completely described, and it is obvious that the described embodiments are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the description of the embodiments of the present application, it should be noted that, the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship conventionally put in use of the product of the present application as understood by those skilled in the art, merely for convenience of describing the present application and simplifying the description, and is not indicative or implying that the apparatus or element to be referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for understanding as indicating or implying a relative importance.
In the description of the embodiments of the present application, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; may be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
As shown in fig. 2, in the train communication system, after the train passes over the intrusion insulation joint, the axle counting section is unlocked, and the rearmost wheel of the train is separated from the tail part of the rear end of the train by a distance smaller than 3.5 meters, so that the rear coupler or the tail end of the train possibly intrudes into the limit of the adjacent line although the light band at the tail part of the train on the console is disappeared, and the driving safety of the adjacent line is affected.
Therefore, when the train occupies the limited section in the interlocking condition of the route handling, the route cannot be locked and the signal can be opened.
When the train does not leave the intrusion zone, the approach line access can be handled and signals can be opened by controlling the position of the train in a clamping manner and checking that the train is not in the intrusion range.
Example 1
The embodiment 1 of the application discloses an intrusion resource optimization method based on vehicle-to-vehicle communication, which is used for a train control system of the vehicle-to-vehicle communication, wherein the system comprises an existing RC (resource Controller) of the vehicle-to-vehicle, a train intelligent monitoring system and an IVOC (Intelligent Vehicle On-Board Controller, vehicle-mounted Controller);
wherein the IVOC is further divided into subsystems: ITP (Intelligent Train Protection, train intelligent protection system) and ITO (Intelligent Train Operationn, train intelligent driving system).
As shown in fig. 1, the method flow is specifically as follows:
s1: detecting whether an intrusion train exists in an intrusion section corresponding to the front advancing route of the current train, if not, executing the front advancing signal control of the current train, and if so, executing the handling control of the current train;
the limit intrusion section is a turnout section for connecting the current train with the approach section where the limit intrusion train is located.
S2: the current train forward signal control is specifically as follows:
the movement authority of the limit-intrusion train corresponding to the current train cannot exceed the set point, the running state of the current train is monitored, and the movement authority of the limit-intrusion train is adjusted according to the running state of the current train;
after the current train passes through the turnout area, the movement authority of the limit-intrusion train extends forwards based on the set point, and if the current train does not pass through the turnout area, the movement authority of the limit-intrusion train is kept unchanged.
The set point is the beginning of the intrusion segment or the beginning of the guard distance of the intrusion segment.
The guard distance is a set back distance S at the end of the intrusion zone.
The train operation comprises the following specific processes:
as shown in FIG. 4, after the front route of the current train is transacted, the front traffic signal of the current train passes through green light, and as 1-3DG-B is an intrusion section of the front route of the current train, the MA end point of the intrusion train can not cross the 1-3DG-B start point;
as shown in fig. 6, by blocking the intrusion train MA, the intrusion train MA can pass through the initial end of the 1-3DG-B, so that the intrusion train MA enters the 1-3DG-B and is retracted for an intrusion protection distance before the intrusion of the insulation section, and the intrusion train MA can enter the 1-3DG-B in advance when the current train is in the driving process.
As shown in fig. 5, after waiting for the current train to travel through the switch area, the overrun train MA extends forward to the end of the current train initial position based on the switch section.
S3: the current train route handling control is specifically as follows:
and setting the end point of the movement authorization of the current train as the position of the front annunciator of the current train, driving the intrusion train to run, and if the intrusion train runs forward by not less than the set intrusion distance, judging that the intrusion train does not exist in the intrusion section of the front route of the current train, and changing the movement authorization of the current train to enable the current train to advance the route.
The intrusion distance is the sum of a backsliding distance L set at the terminal end of the intrusion section and a carriage return distance S set.
When it is determined that there is no overrun train on the overrun section of the front route of the current train, the movement authority of the current train is extended to the next synchronous signal of the current train.
The train operation comprises the following specific processes:
as shown in fig. 2, the intrusion train is on the intrusion section of the front route of the current train, which cannot be handled, and the current train MA (movement authority ) is terminated at the front traffic signal, i.e., the red light is turned on.
As shown in fig. 3, after the tail of the intrusion train leaves the intrusion protection range S of the intrusion insulation joint and the backward sliding distance L of the train, the RC subsystem checks that the tail position of the train meets the intrusion protection range check, and at this time, the current train can handle the route, and the current train MA extends to the next co-directional signal.
Based on the method, through calculation of the train position and card control of the train MA, the train route can be handled in advance under the condition that the limit intrusion range protection inspection is met, signals are opened in advance, the train departure interval is reduced, and the running efficiency is improved.
Example 2
Embodiment 2 of the present application discloses an infringement resource optimization device based on vehicle-to-vehicle communication, where the device may be a Mobile phone, a smart phone, a notebook computer, a digital broadcast receiver, a Personal Digital Assistant (PDA), a tablet personal computer (PAD), or other User Equipment (UE), a handheld device, an in-vehicle device, a wearable device, a computing device, or other processing device connected to a wireless modem, a Mobile Station (MS), or the like, for executing the infringement resource optimization method based on vehicle-to-vehicle communication. The device may be referred to as a user terminal, portable terminal, desktop terminal, etc.
Generally, an apparatus comprises: at least one processor, a memory, and an in-vehicle communication based in-limit resource optimization program stored on the memory and operable on the processor, the in-vehicle communication based in-limit resource optimization program configured to implement the steps of the in-vehicle communication based in-limit resource optimization method as described in embodiment 1.
The processor may include one or more processing cores, such as a 4-core processor, an 8-core processor, and the like. The processor may be implemented in at least one hardware form of DSP (Digital Signal Processing ), FPGA (Field-Programmable Gate Array, field programmable gate array), PLA (Programmable Logic Array ). The processor may also include a main processor, which is a processor for processing data in an awake state, also called a CPU (Central ProcessingUnit ), and a coprocessor; a coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor may incorporate a GPU (Graphics Processing Unit, image processor) for rendering and rendering of content required to be displayed by the display screen. The processor may also include an AI (Artificial Intelligence ) processor for processing computational operations related to the vehicle-to-vehicle communication-based intrusion resource optimization procedure such that the vehicle-to-vehicle communication-based intrusion resource optimization method may autonomously train learning to improve efficiency and accuracy.
The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory, as well as non-volatile memory, such as one or more magnetic disk storage devices, flash memory storage devices. In some embodiments, a non-transitory computer readable storage medium in memory is used to store at least one instruction for execution by a processor to implement the method of the application for optimizing an infringed resource based on vehicle-to-vehicle communications described in method embodiment 1.
In some embodiments, the terminal may further optionally include: a communication interface and at least one peripheral device. The processor, the memory and the communication interface may be connected by a bus or signal lines. The respective peripheral devices may be connected to the communication interface via a bus, signal lines or a circuit board. Specifically, the peripheral device includes: at least one of a radio frequency circuit, a display screen, and a power supply.
The communication interface may be used to connect at least one Input/Output (I/O) related peripheral device to the processor and the memory. The communication interface is used for receiving the movement tracks and other data of the plurality of mobile terminals uploaded by the user through the peripheral equipment. In some embodiments, the processor, memory, and communication interface are integrated on the same chip or circuit board; in some other embodiments, any one or both of the processor, memory, and communication interface may be implemented on a separate chip or circuit board, which is not limited in this embodiment.
The Radio Frequency circuit is used for receiving and transmitting RF (Radio Frequency) signals, also called electromagnetic signals. The radio frequency circuit communicates with a communication network and other communication devices through electromagnetic signals, so that the movement tracks and other data of a plurality of mobile terminals can be acquired. The radio frequency circuit converts an electrical signal into an electromagnetic signal for transmission, or converts a received electromagnetic signal into an electrical signal. Optionally, the radio frequency circuit comprises: antenna systems, RF transceivers, one or more amplifiers, tuners, oscillators, digital signal processors, codec chipsets, subscriber identity module cards, and so forth. The radio frequency circuitry may communicate with other terminals via at least one wireless communication protocol. The wireless communication protocol includes, but is not limited to: metropolitan area networks, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and/or WiFi (Wireless Fidelity ) networks. In some embodiments, the radio frequency circuit may further include NFC (Near Field Communication ) related circuits, which are not limited in this embodiment.
The display screen is used to display a UI (User Interface). The UI may include graphics, text, icons, video, and any combination thereof. When the display is a touch display, the display also has the ability to collect touch signals at or above the surface of the display. The touch signal may be input to the processor for processing as a control signal. At this time, the display screen may also be used to provide virtual buttons and/or virtual keyboards, also referred to as soft buttons and/or soft keyboards. In some embodiments, the display screen may be one, the front panel of the electronic device; in other embodiments, the display screen may be at least two, and disposed on different surfaces of the electronic device or in a folded design; in still other embodiments, the display may be a flexible display disposed on a curved surface or a folded surface of the electronic device. Even more, the display screen may be arranged in a non-rectangular irregular pattern, i.e. a shaped screen. The display screen may be made of LCD (LiquidCrystal Display ), OLED (Organic Light-Emitting Diode) or other materials.
The power supply is used to power the various components in the electronic device. The power source may be alternating current, direct current, disposable or rechargeable. When the power source comprises a rechargeable battery, the rechargeable battery may support wired or wireless charging. The rechargeable battery may also be used to support fast charge technology.
It will be appreciated by those skilled in the art that the above-described device architecture does not constitute a limitation of an intrusion resource optimization device based on vehicle-to-vehicle communications, and may include more or fewer components, or certain components in combination, or a different arrangement of components.
Example 3
Embodiment 3 of the application discloses a computer storage medium, wherein an intrusion resource optimization procedure based on vehicle-to-vehicle communication is stored on the storage medium, and the intrusion resource optimization procedure based on vehicle-to-vehicle communication realizes the steps of the intrusion resource optimization method based on vehicle-to-vehicle communication when being executed by a processor.
The application is not limited to the specific embodiments described above. The application extends to any novel one, or any novel combination, of the features disclosed in this specification, as well as to any novel one, or any novel combination, of the steps of the method or process disclosed.
Claims (7)
1. An intrusion resource optimization method based on vehicle-to-vehicle communication is used for a train control system of vehicle-to-vehicle communication and is characterized by comprising the following steps:
s1: detecting whether an intrusion train exists in an intrusion section corresponding to the front advancing route of the current train, if not, executing the front advancing signal control of the current train, and if so, executing the handling control of the current train;
s2: the current train forward signal control is specifically as follows:
the movement authority of the limit-intrusion train corresponding to the current train cannot exceed the set point, the running state of the current train is monitored, and the movement authority of the limit-intrusion train is adjusted according to the running state of the current train;
the set point is the beginning of the intrusion section or the beginning of the protection distance of the intrusion section;
after the current train passes through the turnout area, the movement authorization of the intrusion train extends forwards based on the set point, and if the current train does not pass through the turnout area, the movement authorization of the intrusion train is kept unchanged;
s3: the current train route handling control is specifically as follows:
and setting the end point of the movement authority of the current train as the position of the front annunciator of the current train, driving the intrusion train to run, if the intrusion train runs forward by not less than the set intrusion distance, judging that the intrusion train does not exist on the intrusion section of the front approach of the current train, changing the movement authority of the current train, and extending the movement authority of the current train to the position of the next co-directional annunciator of the current train to advance the current train.
2. The method of optimizing an intrusion resource based on vehicular communication according to claim 1, wherein the movement authority of the intrusion train is extended forward through the intrusion section to the terminal of the initial section of the current train after the current train runs through the switch area.
3. The method for optimizing resources based on vehicle-to-vehicle communication according to claim 1, wherein the guard distance is a withdrawal distance S set at the terminal of the intrusion section.
4. The intrusion resource optimization method based on vehicle-to-vehicle communication according to claim 1, wherein in step S3, the intrusion distance is a sum of a set backward travel distance L and a set carriage return distance S at an intrusion section terminal.
5. The method for optimizing an intrusion resource based on vehicle-to-vehicle communication according to claim 1, wherein the intrusion section is a switch section where a current train is connected with an approach section where the intrusion train is located.
6. An infringement resource optimization device based on vehicle-to-vehicle communication, characterized in that the infringement resource optimization device based on vehicle-to-vehicle communication includes: the method comprises the steps of implementing the method for optimizing the intrusion resources based on the vehicle-to-vehicle communication according to any one of claims 1 to 5 when the intrusion resource optimizing program based on the vehicle-to-vehicle communication is executed by the processor.
7. A computer storage medium, wherein the storage medium stores an intrusion resource optimization procedure based on vehicle-to-vehicle communication, and the intrusion resource optimization procedure based on vehicle-to-vehicle communication realizes the steps of the intrusion resource optimization method based on vehicle-to-vehicle communication according to any one of claims 1 to 5 when the intrusion resource optimization procedure is executed by a processor.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311161834.6A CN116902028B (en) | 2023-09-11 | 2023-09-11 | Method, equipment and medium for optimizing intrusion resources based on vehicle-to-vehicle communication |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311161834.6A CN116902028B (en) | 2023-09-11 | 2023-09-11 | Method, equipment and medium for optimizing intrusion resources based on vehicle-to-vehicle communication |
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| CN116902028B true CN116902028B (en) | 2023-12-08 |
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| CN115092220A (en) * | 2022-07-06 | 2022-09-23 | 交控科技股份有限公司 | Method for locking route resources based on incomplete virtual sections |
| CN115257886A (en) * | 2022-07-22 | 2022-11-01 | 浙江众合科技股份有限公司 | Urban rail transit side defense system and method based on axle counting digital communication interface |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR102206128B1 (en) * | 2018-11-16 | 2021-01-25 | 한국철도기술연구원 | Exclusive Track Resource Sharing System |
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2023
- 2023-09-11 CN CN202311161834.6A patent/CN116902028B/en active Active
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6478971A (en) * | 1987-09-19 | 1989-03-24 | Railway Technical Res Inst | Special blocking method for single track division |
| JP2003002200A (en) * | 2001-06-20 | 2003-01-08 | Central Japan Railway Co | Apparatus for preventing erroneous invasion into turnout |
| CN107571889A (en) * | 2017-09-11 | 2018-01-12 | 湖南中车时代通信信号有限公司 | A Line Resource Controller |
| CN113942550A (en) * | 2021-09-30 | 2022-01-18 | 交控科技股份有限公司 | Method and device for protecting lateral turnout intrusion limit of train |
| CN115092220A (en) * | 2022-07-06 | 2022-09-23 | 交控科技股份有限公司 | Method for locking route resources based on incomplete virtual sections |
| CN115257886A (en) * | 2022-07-22 | 2022-11-01 | 浙江众合科技股份有限公司 | Urban rail transit side defense system and method based on axle counting digital communication interface |
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