Goods train control method and related equipment

Abstract

The invention provides a cargo train control method and related equipment, and relates to the technical field of rail train control. The method comprises the steps that according to the forward direction of a train, the running mode of the current train is determined, and the running mode comprises long-end forward and short-end forward; determining a to-be-identified target ground transponder in the plurality of ground transponders based on the current parking type and the operation mode of the train; when the train runs until the target ground transponder is recognized, determining a target running distance required by the train to finish parking of the current parking category based on the running mode and the target ground transponder; and based on the real-time speed data and the target driving distance of the train, calculating the accumulated displacement of the train from the target ground transponder position in real time, and adjusting the real-time speed of the train so as to control the train to stop at the target position corresponding to the current parking category. According to the embodiment of the invention, high-precision and self-adaptive automatic parking control can be realized.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of rail train control, and particularly relates to a freight train control method and related equipment. BACKGROUND

[0002] In the loading operation of railway bulk cargo (such as coal, ore), the train needs to be parked at multiple key workstations in the loading station with high precision, mainly including the anti-freezing liquid spraying area and the chute loading point. Among them, the anti-freezing liquid spraying requires that the vehicle parking position error is not more than ±50 cm to ensure that the material surface is uniformly covered with anti-freezing agent in winter; and the chute alignment needs to accurately align the car loading port with the fixed chute outlet, and the parking precision is usually required to reach ±20 cm, otherwise it is easy to cause material leakage, load deviation and even equipment collision. At present, the above parking operation mainly relies on the loading operator to complete the verbal instructions to the driver through the intercom. This method has significant defects: on the one hand, the parking precision highly depends on the experience and judgment of the operator, and the novice often needs to adjust several times to reach the position, which seriously affects the loading efficiency; on the other hand, the inherent delay of voice communication and environmental noise interference easily cause instruction miscommunication or response lag, which is difficult to meet the modern heavy railway efficient, safe and automatic operation requirements.

[0003] It should be noted that the information disclosed in the above background section is only used to strengthen the understanding of the background of the present disclosure, and therefore can include information that does not constitute prior art known to those of ordinary skill in the art. SUMMARY

[0004] The present disclosure provides a freight train control method and related equipment, which can realize high-precision and self-adaptive automatic parking control for different forward directions (long / short end forward) and different parking categories (such as anti-freezing liquid spraying and chute alignment) in the railway loading station scene, and overcome the problems of large positioning error, response delay and dependence on operator experience existing in traditional manual command.

[0005] Other characteristics and advantages of the present disclosure will become apparent from the following detailed description, or will be learned by practice of the present disclosure.

[0006] According to one aspect of the present disclosure, a freight train control method is provided, comprising: determining a running mode of a current train according to a train forward direction, the running mode comprising long end forward and short end forward; determining a target ground transponder to be identified among a plurality of ground transponders based on a current parking category of the train and the running mode; when the train travels to the target ground transponder, determining a target travel distance required for the train to complete parking of the current parking category based on the running mode and the target ground transponder; and based on real-time speed data of the train and the target travel distance, calculating a cumulative displacement of the train from a position of the target ground transponder in real time, and adjusting a real-time speed of the train to control the train to park at a target position corresponding to the current parking category.

[0007] In one embodiment of the present disclosure, the method further comprises: obtaining a train model of the train; and determining the target travel distance required for the train to complete parking of the current parking category based on the running mode and the target ground transponder, comprising: determining the target travel distance required for the train to complete parking of the current parking category based on the running mode, the target ground transponder, and a compensation parameter corresponding to the train model.

[0008] In one embodiment of the present disclosure, the parking categories comprise anti-freezing liquid spraying area alignment parking and chute alignment parking; the anti-freezing liquid spraying area alignment parking and the chute alignment parking are sequentially arranged, and the train travels from the anti-freezing liquid spraying area into the chute alignment parking area.

[0009] In one embodiment of the present disclosure, the method further comprises: pre-embedding a plurality of ground transponders along a track of the train, the ground transponders at least comprising a first transponder, a second transponder, and a third transponder sequentially arranged along the train forward direction; wherein the first transponder is a target ground transponder corresponding to the anti-freezing liquid spraying area alignment parking, the second transponder is a target ground transponder corresponding to the chute alignment parking when the running mode is long end forward, and the third transponder is a target ground transponder corresponding to the chute alignment parking when the running mode is short end forward; and installing an identification device of the ground transponder on the train, the identification device being connected with a control unit of the train.

[0010] In one embodiment of the present disclosure, the ground transponders further comprise a fourth transponder and a fifth transponder; the fourth transponder is arranged between the first transponder and the second transponder, and is a standby transponder of the target ground transponder corresponding to the chute alignment parking when the running mode is long end forward; and the fifth transponder is arranged between the second transponder and the third transponder, and is a standby transponder of the target ground transponder corresponding to the chute alignment parking when the running mode is short end forward.

[0011] In one embodiment of the present disclosure, the target balise to be identified is determined from a plurality of ground balises based on the current parking category and the running mode of the train, including: if the current parking category of the train is the anti-freezing liquid spraying area alignment parking, the target balise is determined as a first balise; if the current parking category of the train is the chute alignment parking and the running mode is the long end forward, the target balise is determined as a second balise, and a backup balise is determined as a fourth balise; if the current parking category of the train is the chute alignment parking and the running mode is the short end forward, the target balise is determined as a third balise, and a backup balise is determined as a fifth balise.

[0012] According to another aspect of the present disclosure, a freight train control device is provided, including: a mode determination module configured to determine the running mode of the current train according to the forward direction of the train, the running mode including the long end forward and the short end forward; a balise determination module configured to determine the target balise to be identified from a plurality of ground balises based on the current parking category and the running mode of the train; a distance determination module configured to determine the target running distance required for the train to complete the parking of the current parking category when the train travels to the target balise based on the running mode and the target balise; a train control module configured to calculate the cumulative displacement of the train from the position of the target balise in real time based on the real-time speed data of the train and the target running distance, and adjust the real-time speed of the train to control the train to park at the target position corresponding to the current parking category.

[0013] According to another aspect of the present disclosure, a freight train is provided, including the above-mentioned freight train control device.

[0014] According to still another aspect of the present disclosure, an electronic device is provided, including a memory configured to store instructions, and a processor configured to invoke the instructions stored in the memory to implement the above-mentioned freight train control method.

[0015] According to still another aspect of the present disclosure, a computer readable storage medium is provided, having stored thereon computer instructions, which, when executed by a processor, implement the above-mentioned freight train control method.

[0016] According to still another aspect of the present disclosure, a computer program product is provided, having stored instructions, which, when executed by a computer, cause the computer to implement the above-mentioned freight train control method.

[0017] According to still another aspect of the present disclosure, a chip is provided, comprising at least one processor and an interface; the interface is configured to provide program instructions or data for the at least one processor; the at least one processor is configured to execute the program instructions to implement the above-mentioned freight train control method.

[0018] The freight train control method and related device provided by the embodiments of the present disclosure construct a scene-adaptive parking control mechanism, intelligently select a target ground transponder according to a running mode and a parking category, dynamically calculate a corresponding target driving distance, and then combine real-time speed data provided by a LKJ (Train Operation Monitoring and Recording Device) and other systems to perform displacement integration and speed regulation, so as to realize high-precision automatic parking without the support of high-cost positioning devices (such as GNSS or laser radar). The embodiments of the present disclosure effectively overcome the limitations of the existing train monitoring system, which is only oriented to driving safety and cannot adapt to the requirements of loading technology, and at the same time, avoid the experience dependency and communication delay problems of manual operation. Especially in complex working conditions such as mixed operation of multiple vehicle types and bidirectional loading, the embodiments of the present disclosure can still ensure the accurate execution of different parking tasks, and significantly improve the loading efficiency and operation reliability.

[0019] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0020] The accompanying drawings, which are incorporated into and form part of the specification, illustrate embodiments consistent with the present disclosure and, together with the specification, serve to explain the principles of the present disclosure.

[0021] Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0022] Figure 1 A flowchart of a freight train control method in an embodiment of the present disclosure is shown; Figure 2 A pre-process flowchart of a freight train control method in an embodiment of the present disclosure is shown; Figure 3 A freight train parking scene diagram in an embodiment of the present disclosure is shown; Figure 4 Another flowchart of a freight train control method in an embodiment of the present disclosure is shown; Figure 5 A schematic diagram of a freight train control device in an embodiment of the present disclosure is shown; Figure 6 A freight train diagram in an embodiment of the present disclosure is shown; Figure 7A structural block diagram of an electronic device in an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0023] To facilitate understanding of the technical solutions of the present disclosure, the present disclosure will be further described below with reference to the drawings.

[0024] The terms "first" and "second" and the like in the description, claims, and drawings of the present disclosure merely mean to distinguish different objects, and are not intended to describe particular sequences. In addition, the terms "comprise" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device, etc. comprising a series of steps or units is not limited to the listed steps or units, but can optionally further comprise steps or units not listed, or can optionally further comprise other steps or units inherent to the process, method, product, or device, etc.

[0025] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the present disclosure. The appearance of this phrase in various places in the specification does not necessarily all refer to the same embodiment, nor is it necessarily mutually exclusive of other embodiments. It will be explicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0026] In the present disclosure, "at least one" means one or more, "multiple" means two or more, "at least two" means two or three and more, and "and / or" is used to describe the association relationship of the associated objects, which means that there can be three relationships, for example, "A and / or B" can mean: only A, only B, and A and B exist at the same time, where A and B can be singular or plural. "Or" means that there can be two relationships, such as only A, only B; when A and B are not mutually exclusive, it can also mean that there are three relationships, such as only A, only B, and A and B exist at the same time. The character " / " generally means that the associated objects before and after are in an "or" relationship. "At least one of the following" or similar expressions means any combination of these items. For example, at least one of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c".

[0027] The inventor finds that, in the current coal loading process at the loading station, the parking at the antifreeze spraying area and the chute alignment site is usually told to the driver by the loader through the intercom. This traditional method has a high dependence on the experience of the loader, and the command accuracy of different loaders varies significantly. Novices often cannot park successfully at one time, causing time waste. In addition, there is usually a certain delay through the intercom, which causes the alignment error to be unable to meet the loading requirements.

[0028] To solve the above problems, the embodiment of the present disclosure optimizes the current manual intercom instruction interaction mode of the locomotive in the antifreeze spraying area and the chute alignment site in the coal loading process, combines the existing control system and auxiliary driving control device of the locomotive, and realizes the absolute position locking of ±20 cm level through the pre-buried ground transponder, the vehicle-mounted query antenna, and the real-time speed data of the locomotive LKJ monitoring system, accurately meets the antifreeze spraying position (error requirement ≤50 cm) and the chute alignment parking requirements, effectively solves the core problems such as instruction delay, positioning drift, and excessive dependence on personnel proficiency in traditional manual operation, significantly improves the work efficiency and reduces the time waste caused by personnel errors, and can realize the self-positioning parking of the locomotive, reduce the manual judgment error, and improve the work efficiency during alignment.

[0029] The defects of the above scheme and the proposed solutions are the results of the inventor after practice and careful study, so the discovery process of the above problems and the solutions proposed by the present disclosure to solve the above problems should be the contribution of the inventor to the present disclosure in the process of the present disclosure.

[0030] It can be understood that the data involved in the present disclosure scheme (including but not limited to data itself, data acquisition or use) should comply with the requirements of relevant laws and regulations and relevant provisions. Before using the technical solutions disclosed in the embodiments of the present disclosure, the type of personal information involved in the present disclosure, the use range, the use scenario, etc. should be informed to the user and the authorization of the user is obtained through appropriate means according to relevant laws and regulations.

[0031] The present example embodiment will be described in detail below in conjunction with the accompanying drawings and examples.

[0032] Figure 1 A flow chart of a freight train control method in the embodiment of the present disclosure is shown. The freight train control method can be executed by a control unit of the train, which can also be referred to as a freight train control device, as shown in Figure 1 The freight train control method provided in the embodiment of the present disclosure includes S101-S104.

[0033] In S101, according to the forward direction of the train, the running mode of the current train is determined, and the running mode includes long end forward and short end forward.

[0034] "Long end forward" and "short end forward" are terms used in railway systems, especially in freight locomotive or shunting scenarios, to describe the relationship between the direction of train movement and the location of the cab. They are mainly used to distinguish the differences in front-end structure caused by the asymmetry of locomotive or vehicle marshalling. The long end refers to the end of the vehicle body where there is no cab and the body extends longer, usually on the side where the power equipment cabin, cooling device or other mechanical structures are located. The short end refers to the end where the cab is located. Due to the compact structure of the cab, the length of the protrusion is relatively short, hence it is called "short end".

[0035] By determining the direction of travel of the end where the cab is located (i.e. the "short end" of the train), two operating modes are distinguished. Since the on-board transponder query antenna is usually installed below the cab, the relative geometry between the antenna and key positions of the car (such as the loading port and the tail) is completely different in different operating modes.

[0036] In S102, based on the current parking category and operating mode of the train, a target ground transponder to be identified is determined from among multiple ground transponders.

[0037] For different parking tasks (such as anti-freeze spraying and chute alignment), in combination with the current operating mode, the target transponder to be used as the displacement starting point is dynamically selected from among the pre-embedded multiple transponders (such as No. 1~5), achieving task-driven intelligent matching of transponders, avoiding the problem that fixed transponders cannot cover multiple working conditions, and improving the adaptability and robustness of the system to different loading process points.

[0038] In S103, when the train travels to the target ground transponder identified, the target travel distance required for the train to complete the parking of the current parking category is determined based on the operating mode and the target ground transponder.

[0039] Once the target ground transponder is read, the exact travel distance required from the transponder to the target position (i.e. the target parking point) is calculated according to the operating mode and the parking category. Different parking categories correspond to different target positions, and different operating modes correspond to different compensation lengths.

[0040] Since the cab is only located at one end of the train (i.e. the "short end"), when the antenna travels in different directions with the train, the spatial position of this reference point relative to the entire train (especially key parts of the car, such as the chute alignment port or the tail) is completely different. As an example, the target travel distance for the short end forward is the direct distance from the transponder to the target position, while the target travel distance for the long end forward is the direct distance minus a certain length, which is determined according to the length of the vehicle body.

[0041] This step introduces direction compensation (i.e. different compensation lengths corresponding to different operating modes), so that the parking control is no longer dependent on a single fixed distance, significantly improving the parking accuracy and universality under mixed operation of multiple vehicle types.

[0042] In S104, based on the real-time speed data of the train and the target running distance, the cumulative displacement of the train from the target ground transponder position is calculated in real time, and the real-time speed of the train is adjusted to control the train to stop at the target position corresponding to the current parking category.

[0043] Using high-frequency speed data provided by LKJ and other systems, the cumulative displacement from the transponder is obtained by time integration; when the displacement approaches the target running distance, the traction or braking instruction is dynamically adjusted to make the train accurately stop at the target position.

[0044] The above steps cooperatively build a set of adaptive and accurate parking control methods for specific scenarios at loading stations, overcoming the defects of large manual command errors and mismatched functions of existing train monitoring systems, and realizing multi-direction, multi-task and multi-type full-automatic high-precision alignment parking under the premise of low cost and high reliability.

[0045] In some embodiments, the parking categories include anti-freeze liquid spraying area alignment parking and chute alignment parking; the anti-freeze liquid spraying area alignment parking and the chute alignment parking are sequentially arranged, and the train enters the chute alignment parking area from the anti-freeze liquid spraying area. This setting conforms to the loading process, realizes high-precision alignment of the train to automatically complete anti-freeze liquid spraying and chute loading in sequence, avoids manual intervention and repeated shunting, and improves operation continuity and efficiency.

[0046] In some embodiments, the above method can further include Figure 2 S201-S202.

[0047] In S201, a plurality of ground transponders are pre-buried along the track of the train, and the ground transponders at least include a first transponder, a second transponder and a third transponder arranged in sequence along the forward direction of the train; wherein the first transponder is the target ground transponder corresponding to the anti-freeze liquid spraying area alignment parking, the second transponder is the target ground transponder corresponding to the chute alignment parking when the running mode is long end forward, and the third transponder is the target ground transponder corresponding to the chute alignment parking when the running mode is short end forward; In S202, a recognition device of the ground transponder is installed on the train, and the recognition device is connected with the control unit of the train.

[0048] The embodiments of the present disclosure realize automatic transponder matching in different parking tasks and running modes by pre-burrying special transponders along the track in sequence and configuring a vehicle-mounted recognition device, and provide reliable position reference and control basis for high-precision and manual intervention-free phased alignment parking.

[0049] In some embodiments, the ground transponder further includes a fourth transponder and a fifth transponder; the fourth transponder is disposed between the first transponder and the second transponder, and the fourth transponder is a backup transponder for the target ground transponder corresponding to the chute alignment stop when the long end is forward; the fifth transponder is disposed between the second transponder and the third transponder, and the fifth transponder is a backup transponder for the target ground transponder corresponding to the chute alignment stop when the short end is forward.

[0050] This embodiment of the disclosure effectively addresses the risk of positioning failure due to transponder malfunction, identification omission, or environmental interference by adding a fourth and fifth transponder as redundancy backup. In long-end or short-end forward mode, the system can automatically switch to the backup transponder for displacement calculation, ensuring the reliability and continuity of chute alignment and parking, and significantly improving system robustness and loading operation stability.

[0051] In some embodiments, the parking location may be as follows: Figure 3 As shown, it includes multiple transponders and identification devices, wherein the identification device may be a vehicle-mounted transponder query antenna. Figure 3 The system displays the installation location of each device and the specific parking location. After scanning the transponder, the main controller calculates the parking location to achieve precise parking.

[0052] In some embodiments, determining the target ground transponder to be identified among multiple ground transponders based on the train's current parking category and operating mode includes: If the train's current parking category is antifreeze spraying area positioning parking, then the target ground transponder is determined as the first transponder; If the train's current parking category is chute alignment parking and the operating mode is long end forward, then the target ground transponder is identified as the second transponder, and the backup transponder is identified as the fourth transponder. If the train's current parking category is chute alignment parking and the operating mode is short end forward, then the target ground transponder is identified as the third transponder, and the backup transponder is identified as the fifth transponder.

[0053] In some embodiments, the freight train control method described above may further include obtaining the train model, and then determining the target travel distance required for the train to complete the current parking category based on the operating mode and the target ground transponder. This can be based on the compensation parameters corresponding to the operating mode, the target ground transponder, and the train model to determine the target travel distance required for the train to complete the current parking category.

[0054] The train model and the corresponding compensation parameter are introduced in the embodiments of the present disclosure, so that the calculation of the target running distance can adapt to the structural differences of different vehicle types (such as C80 gondola cars and K18 hopper cars) in terms of vehicle length, loading port position and the like. For example, the K18 type vehicle needs to additionally run for 1.5 meters to accurately align the chute. This design realizes adaptive parking control under mixed operation of multiple vehicle types, avoids alignment deviation caused by vehicle type difference, and significantly improves the universality, parking accuracy (up to ±20 cm) and automatic compatibility of the loading station of the system, without manual intervention or reconfiguration of parameters.

[0055] The above freight train control method will be described in detail below. Figure 3 and Figure 4 The above freight train control method will be described in detail below.

[0056] The embodiments of the present disclosure utilize the existing control system of the locomotive, the train operation monitoring device, the auxiliary driving control device, the pre-embedded ground transponder, and the combination of the on-board query antenna and the real-time speed data of the locomotive LKJ monitoring system to implement effective and accurate parking control.

[0057] The control mode changes correspondingly according to different train models and different vehicles. The forward direction of the train is divided into two types: short end forward and long end forward (according to the position of the cab, the short end is where the cab is located), and different strategies are adopted for different directions. As shown in FIG. 1, the transponder query antenna is installed below the cab. Figure 3

[0058] When the auxiliary driving control is used for long end forward, the main control judges the transponder number after receiving the information transmitted by the transponder query antenna. When the first transponder is identified, the cumulative displacement is calculated according to the real-time speed data of the LKJ monitoring system, and when the cumulative displacement is greater than or equal to the distance from the first transponder to the antifreeze parking position point measured in advance, antifreeze alignment parking is realized. When the second transponder (and the standby fourth transponder) is identified, the same method is used to realize accurate alignment parking.

[0059] The fourth transponder and the second transponder are redundant designs. If the second transponder is not scanned during chute alignment parking, the fourth transponder is used to calculate the parking position, and if both are scanned, the second transponder is used to calculate the displacement to ensure the shortest running distance.

[0060] When the auxiliary driving control is used for short end forward, the first transponder needs to be scanned, and the corresponding train length needs to be added according to different vehicle types to meet the application scenarios of multiple vehicle types. The third transponder (and the standby fifth transponder) is used for short end chute alignment parking, and the usage of this transponder is consistent with that of the fourth transponder and the second transponder. When the third transponder is scanned, the running distance of the train is the train length minus the distance from the third transponder to the chute parking point. ​

[0061] Different vehicles have different parking positions. For example, the K18 model needs to travel 1.5 meters longer than the C80. It is necessary to obtain the vehicle type in advance and make compensation during alignment.

[0062] The embodiments disclosed herein can achieve automatic alignment and parking for different train models and vehicle types, reduce human error, improve parking accuracy, and significantly improve loading efficiency.

[0063] Based on the same inventive concept, this disclosure also provides a freight train control device, such as... Figure 5 As shown, the freight train control device includes a mode determination module 501, a transponder determination module 502, a distance determination module 503, and a train control module 504.

[0064] The mode determination module 501 is used to determine the current train operation mode based on the train's direction of travel. The operation modes include long end forward and short end forward. The transponder determination module 502 is used to determine the target ground transponder to be identified among multiple ground transponders based on the train's current parking category and operating mode. The distance determination module 503 is used to determine the target travel distance required for the train to complete the current parking category when the train travels to the point where the target ground transponder is identified, based on the operating mode and the target ground transponder. The train control module 504 is used to calculate the cumulative displacement of the train from the target ground transponder position in real time based on the train's real-time speed data and the target travel distance, and to adjust the train's real-time speed to control the train to stop at the target position corresponding to the current parking category.

[0065] In some embodiments, the freight train control device further includes a data acquisition module. The data acquisition module is used to acquire the train model. The distance determination module 503 is used to determine the target travel distance required for the train to complete the stop for the current stopping category based on the operating mode, the target ground transponder, and the compensation parameters corresponding to the train model.

[0066] In some embodiments, parking categories include antifreeze spraying area alignment parking and chute alignment parking; the antifreeze spraying area alignment parking and chute alignment parking areas are arranged sequentially, and the train enters the chute alignment parking area from the antifreeze spraying area.

[0067] In some embodiments, a plurality of ground transponders are embedded along the track of the train, the ground transponders at least comprising a first transponder, a second transponder and a third transponder arranged in sequence along the direction of train advancement; wherein the first transponder is a target ground transponder corresponding to the anti-freezing liquid spraying area alignment parking, the second transponder is a target ground transponder corresponding to the chute alignment parking when the running mode is long end forward, and the third transponder is a target ground transponder corresponding to the chute alignment parking when the running mode is short end forward; a recognition device of the train is installed with the ground transponders, and the recognition device is connected with the control unit of the train.

[0068] In some embodiments, the ground transponders further comprise a fourth transponder and a fifth transponder; the fourth transponder is arranged between the first transponder and the second transponder, and the fourth transponder is a standby transponder of the target ground transponder corresponding to the chute alignment parking when the running mode is long end forward; the fifth transponder is arranged between the second transponder and the third transponder, and the fifth transponder is a standby transponder of the target ground transponder corresponding to the chute alignment parking when the running mode is short end forward.

[0069] In some embodiments, the transponder determination module 502 is configured to determine the target ground transponder as the first transponder if the current parking category of the train is the anti-freezing liquid spraying area alignment parking, determine the target ground transponder as the second transponder and the standby transponder as the fourth transponder if the current parking category of the train is the chute alignment parking and the running mode is long end forward, and determine the target ground transponder as the third transponder and the standby transponder as the fifth transponder if the current parking category of the train is the chute alignment parking and the running mode is short end forward.

[0070] The terms "first", "second", and the like in the present disclosure are merely used to distinguish different devices, modules or units, and do not imply the sequence of the functions performed by these devices, modules or units or the mutual dependency of these devices, modules or units.

[0071] As to the freight train control device in the above embodiments, the specific manner in which each module performs operations has been described in detail in the embodiments of the freight train control method, and will not be described in detail here.

[0072] Based on the same inventive concept, the present disclosure also provides a freight train, as shown in the accompanying drawings, which comprises a freight train control device 601, which can be the freight train control device introduced in the foregoing embodiments, can be used to implement the freight train control method introduced in the foregoing embodiments, and can achieve the technical effects of the freight train control method embodiments. Figure 6

[0073] ​It should be noted that although a number of modules or units of devices for action execution are mentioned in the foregoing detailed description, such division is not mandatory. Indeed, according to embodiments of the present disclosure, features and functionalities of two or more modules or units described above can be embodied in one module or unit. Conversely, features and functionalities of one module or unit described above can be further divided into embodied by a plurality of modules or units.

[0074] Some of the block diagrams in the drawings show functional entities that do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, or in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0075] The electronic device provided by the embodiments of the present disclosure will be described below with reference to Figure 7 Figure 7 The electronic device 700 shown is merely an example and should not impose any limitation on the function and scope of use of the embodiments of the present disclosure.

[0076] Figure 7 An architecture schematic diagram of an electronic device 700 is shown. As Figure 7 shown, the electronic device 700 includes but is not limited to at least one processor 710, at least one memory 720. The memory 720 is configured to store instructions.

[0077] In some embodiments, the memory 720 can include a readable medium in the form of a volatile storage unit, such as a random access memory (RAM) 7201 and / or a cache 7202, and can further include a read-only memory (ROM) 7203.

[0078] In some embodiments, the memory 720 can also include a program / utility 7204 having a set of programs / modules 7205, including but not limited to an operating system, one or more application programs, other programs, and programmatic data, each of which or a combination can include implementation of a network environment.

[0079] In some embodiments, the memory 720 can also store data.

[0080] As an example, the processor 710 can read data stored in the memory 720, which can be stored in the same storage address as the instructions, or in a different storage address from the instructions.

[0081] ​The processor 710 is configured to invoke instructions stored in the memory 720 to implement the steps described in the "Exemplary Methods" section above, according to various exemplary embodiments of this disclosure. For example, the processor 710 can execute the steps of the above-described embodiments of the freight train control method.

[0082] It should be noted that the processor 710 described above can be a general-purpose processor or a special-purpose processor. The processor 710 may include one or more processing cores, and the processor 710 executes various functional applications and data processing by running instructions.

[0083] In some embodiments, processor 710 may include a central processing unit (CPU) and / or a baseband processor.

[0084] In some embodiments, the processor 710 may determine an instruction based on the priority identifier and / or function category information carried in each control instruction.

[0085] In this disclosure, the processor 710 and memory 720 can be configured separately or integrated together. As an example, the processor 710 and memory 720 can be integrated on a single board or a system-on-chip (SOC).

[0086] like Figure 7 As shown, the electronic device 700 is embodied in the form of a general-purpose computing device. The electronic device 700 may also include a bus 730.

[0087] Bus 730 can represent one or more of several types of bus structures, including a memory bus or memory controller, peripheral bus, graphics acceleration port, processor, or a local bus using any of the various bus structures.

[0088] Electronic device 700 can also communicate with one or more external devices 740 (e.g., keyboard, pointing device, Bluetooth device, etc.), and with one or more devices that enable a user to interact with electronic device 700, and / or with any device that enables electronic device 700 to communicate with one or more other computing devices (e.g., router, modem, etc.). Such communication can be performed through input / output (I / O) interface 750.

[0089] Furthermore, the electronic device 700 can also communicate with one or more networks (such as local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via the network adapter 760.

[0090] like Figure 7As shown, network adapter 760 communicates with other modules of electronic device 700 over bus 730.

[0091] It should be appreciated that, although not shown, other hardware and / or software modules could be used in conjunction with electronic device 700. These include, but are not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data archival storage systems, etc.

[0092] It should be appreciated that the structure illustrated by the embodiments of the present disclosure does not constitute a specific limitation on electronic device 700. In other embodiments of the present disclosure, electronic device 700 can include more or fewer components than those shown, or combine some components, or split some components, or arrange the components differently. Figure 7 It should be appreciated that the structure illustrated by the embodiments of the present disclosure does not constitute a specific limitation on electronic device 700. In other embodiments of the present disclosure, electronic device 700 can include more or fewer components than those shown, or combine some components, or split some components, or arrange the components differently. Figure 7 It should be appreciated that the structure illustrated by the embodiments of the present disclosure does not constitute a specific limitation on electronic device 700. In other embodiments of the present disclosure, electronic device 700 can include more or fewer components than those shown, or combine some components, or split some components, or arrange the components differently.

[0093] The present disclosure also provides a computer readable storage medium, having stored thereon computer instructions, which when executed by a processor implement the freight train control method described in the above method embodiments.

[0094] In the embodiments of the present disclosure, the computer readable storage medium is a medium that can send, propagate or transfer computer instructions for use by or in connection with an instruction execution system, apparatus or device. As an example, the computer readable storage medium is a non-transitory storage medium.

[0095] In some embodiments, more specific examples of the computer readable storage medium in the present disclosure can include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, a U disk, a mobile hard disk, or any appropriate combination of the above.

[0096] In the embodiments of the present disclosure, the computer readable storage medium can include a data signal carried in the baseband or as part of a carrier wave, which carries computer instructions (readable program code).

[0097] In some examples, the computer instructions contained on the computer readable storage medium can be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any appropriate combination of the above.

[0098] The embodiments of the present disclosure further provide a computer program product, which stores instructions. The instructions, when executed by a computer, cause the computer to implement the freight train control method described in the above method embodiments. The above instructions can be program codes. In specific implementation, the program codes can be written in any combination of one or more programming languages. The program codes can be executed completely on a user computing device, partially on a user device, as an independent software package, partially on a user computing device and partially on a remote computing device, or completely on a remote computing device or server.

[0099] The embodiments of the present disclosure further provide a chip, which comprises at least one processor and an interface; the interface is configured to provide program instructions or data for the at least one processor; and the at least one processor is configured to execute the program instructions to implement the freight train control method described in the above method embodiments.

[0100] In some embodiments, the chip can further comprise a memory configured to store the program instructions and the data, and the memory is located in or outside the processor.

[0101] Those skilled in the art can understand that all or part of the steps of the above embodiments can be implemented in the form of a completely hardware embodiment, a completely software embodiment (including firmware, microcode, etc.), or an embodiment combining software and hardware aspects, which can be collectively referred to as "circuitry", "module" or "system".

[0102] Other embodiments of the present disclosure, which will be readily apparent to those skilled in the art, are considered to be within the scope of the present disclosure.

[0103] The present disclosure is intended to cover any variations, uses or adaptive changes of the present disclosure that follow the general principles of the present disclosure and include common knowledge or conventional technical means in the technical field of the present disclosure not disclosed in the present disclosure. The specification and embodiments are only considered to be exemplary, and the true scope and spirit of the present disclosure are indicated by the appended claims.

Claims

1. A method for controlling freight trains, characterized in that, include: Based on the train's direction of travel, determine the current train's operating mode, which includes both long-end forward and short-end forward modes. Based on the train's current parking category and operating mode, the target ground transponder to be identified is determined from among multiple ground transponders; When the train travels to the point where the target ground transponder is identified, the target travel distance required for the train to complete the parking of the current parking category is determined based on the operating mode and the target ground transponder. Based on the train's real-time speed data and the target travel distance, the cumulative displacement of the train from the target ground transponder position is calculated in real time, and the real-time speed of the train is adjusted to control the train to stop at the target position corresponding to the current parking category.

2. The method according to claim 1, characterized in that, The method further includes: Obtain the train model number of the train; Determining the target travel distance required for the train to complete the parking of the current parking category based on the operating mode and the target ground transponder includes: determining the target travel distance required for the train to complete the parking of the current parking category based on the operating mode, the target ground transponder, and the compensation parameters corresponding to the train model.

3. The method according to claim 1 or 2, characterized in that, The parking categories include antifreeze spraying area alignment parking and chute alignment parking; the antifreeze spraying area alignment parking and the chute alignment parking areas are set up sequentially, and the train enters the chute alignment parking area from the antifreeze spraying area.

4. The method according to claim 3, characterized in that, The method further includes: Multiple ground transponders are pre-embedded along the train track. The ground transponders include at least a first transponder, a second transponder, and a third transponder arranged sequentially along the train's direction of travel. The first transponder is the target ground transponder corresponding to the antifreeze spraying area for positioning and stopping. The second transponder is the target ground transponder corresponding to the chute positioning and stopping when the long end is forward. The third transponder is the target ground transponder corresponding to the chute positioning and stopping when the short end is forward. The identification device for the ground transponder is installed on the train and is connected to the train's control unit.

5. The method according to claim 4, characterized in that, The ground transponder also includes a fourth transponder and a fifth transponder; the fourth transponder is disposed between the first transponder and the second transponder, and the fourth transponder is a backup transponder for the target ground transponder corresponding to the chute alignment and parking when the operating mode is long end forward; the fifth transponder is disposed between the second transponder and the third transponder, and the fifth transponder is a backup transponder for the target ground transponder corresponding to the chute alignment and parking when the operating mode is short end forward.

6. The method according to claim 5, characterized in that, The process of identifying the target ground transponder from multiple ground transponders based on the train's current parking category and operating mode includes: If the current parking category of the train is parking in the antifreeze spraying area, then the target ground transponder is determined to be the first transponder; If the current parking category of the train is the chute alignment parking and the operating mode is long end forward, then the target ground transponder is determined to be the second transponder, and the backup transponder is determined to be the fourth transponder; If the current parking category of the train is the chute alignment parking and the operating mode is short end forward, then the target ground transponder is determined to be the third transponder, and the backup transponder is determined to be the fifth transponder.

7. A freight train control device, characterized in that, include: The mode determination module is used to determine the current operating mode of the train based on the train's direction of travel. The operating mode includes long end forward and short end forward. A transponder determination module is used to determine the target ground transponder to be identified from multiple ground transponders based on the train's current parking category and operating mode. The distance determination module is used to determine the target travel distance required for the train to complete the parking of the current parking category based on the operating mode and the target ground transponder when the train travels to the point where the target ground transponder is identified. The train control module is used to calculate the cumulative displacement of the train from the target ground transponder position in real time based on the real-time speed data of the train and the target travel distance, and to adjust the real-time speed of the train to control the train to stop at the target position corresponding to the current parking category.

8. A freight train, characterized in that, Includes the freight train control device as described in claim 7.

9. An electronic device, characterized in that, include: Memory, used to store instructions; A processor is configured to invoke instructions stored in the memory to implement the freight train control method as described in any one of claims 1-6.

10. A computer program product, characterized in that, The computer program product stores instructions that, when executed by a computer, cause the computer to implement the freight train control method according to any one of claims 1-6.

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