Rail transit train control method and apparatus

Abstract

Provided in the present invention are a rail transit train control method and apparatus. The method comprises: when the communication of a train is interrupted, acquiring a train movement direction, axle counting information, turnout information and a planned travelling destination, wherein the planned travelling destination is determined on the basis of passenger flow information corresponding to the next station of the train and a control instruction of an ATS center; determining train positioning information on the basis of at least one of the axle counting information and the turnout information, and the train movement direction; and determining a target authority on the basis of a plurality of device states between the train positioning information and the planned travelling destination, so as to control an operation level mode of the train, wherein the plurality of device states comprise a section state, a signal machine state, a staff protection key switch (SPKS) button state of a signal system, a screen door state, an emergency button state and a flood gate state. The method in the present invention can improve the automatic operation efficiency and operation safety of a train, thereby shortening the rescue time of an FAO system in case of a fault, and having high usability.

Description

Rail transit train control method and device

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to a Chinese patent application filed with the Patent Office of China on February 2, 2024, with application number 202410153705.0 and application name “Rail Transit Train Control Method and Device,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to the technical field of train control, and in particular to a rail transit train control method and device. Background Art

[0004] In the Communication Based Train Control System (CBTC), if a train loses its position, it needs to be manually driven and positioned after passing through two transponders before it can be upgraded to the CTC (Centralized Traffic Control System) level. The zone controller (ZC) sends a MA (Movement Authority) to control the train operation.

[0005] In related technologies, during the operation of the FAO (Fully Automatic Operation) system of rail transit, if a train loses its position and emergency brakes due to natural, human, equipment failure or accidental reasons on the train line, and there is no driver involved in the train operation, the train stops in the section and requires rescue by staff, which will seriously affect the operational efficiency and may even cause panic and injury to passengers, leading to safety accidents.

[0006] Summary of the Invention

[0007] The present invention provides a rail transit train control method and device, which are used to solve the defects in the prior art that emergency braking through human rescue during the operation of the rail transit FAO system is inefficient and prone to safety accidents, thereby improving the automatic operation efficiency and operation safety of the train.

[0008] The present invention provides a rail transit train control method, comprising:

[0009] In the event of a train communication interruption, the train's running direction, axle counting information, turnout information, and planned destination are obtained; wherein the turnout information includes one of turnout position and turnout reversal; the axle counting information includes the axle counting section type and axle counting status; the planned destination is determined based on passenger flow information corresponding to the train's preceding platform and control instructions from the Automatic Train Monitoring System (ATS) center; and the axle counting section types include a non-turnout axle counting section and a turnout axle counting section;

[0010] determining train positioning information according to at least one of the axle counting information and the turnout information and the train running direction;

[0011] A target authorization is determined based on multiple equipment states between the train positioning information and the planned destination to control the operation level mode of the train; wherein the target authorization includes one of a waiting authorization, an operation authorization and a failure authorization; the multiple equipment states include a section status, a signal machine status, a signal system's area blocking switch SPKS (Staff Protection Key Switch) button status, a platform shield door status, an emergency button status and a flood control door status.

[0012] According to a rail transit train control method provided by the present invention, determining the train positioning information based on at least one of the axle counting information and the turnout information and the train running direction includes:

[0013] In a case where the axle counting section type is the non-branch axle counting section, the train positioning information is determined according to the train running direction and the axle counting status information.

[0014] According to a rail transit train control method provided by the present invention, determining the train positioning information based on at least one of the axle counting information and the turnout information and the train running direction further includes:

[0015] In a case where the axle counting section type includes the switch axle counting section, the train positioning information is determined according to the train running direction, the switch information and the axle counting state information.

[0016] According to a rail transit train control method provided by the present invention, determining target authorization based on the train positioning information and the status of multiple devices between the planned destination includes:

[0017] When the multiple device states all meet the corresponding train operation parameters, the target authorization is determined to be the operation authorization; when any one of the multiple device states does not meet the corresponding train operation parameters, the target authorization is determined to be the waiting authorization; when the train authorization information cannot be calculated according to the multiple device states, the target authorization is determined to be the failed authorization.

[0018] According to a rail transit train control method provided by the present invention, the platform ahead of the train includes platforms within the jurisdiction of other ZCs in front of the train except for the jurisdiction of the current ZC, and the method further includes:

[0019] Determining handover boundary information according to the train running direction and the turnout information;

[0020] When the current zone controller ZC transfers the train control right to the other ZC according to the handover boundary information, the train is controlled by the other ZC to travel to the planned destination.

[0021] According to a rail transit train control method provided by the present invention, after determining the target authorization based on the train positioning information and the status of multiple devices between the planned destination, the method further includes:

[0022] The target authorization is sent to the train so that the train can adjust the train operation mode to the fully automatic operation system FAO level mode when the train reaches the planned destination or restores communication.

[0023] The present invention also provides a rail transit train control device, comprising:

[0024] An information acquisition module is configured to acquire the train's running direction, axle counting information, turnout information, and a planned destination in the event of a train communication interruption; wherein the turnout information includes one of turnout location and turnout reversal; and the axle counting information includes an axle counting section type and an axle counting status; the planned destination is determined based on passenger flow information corresponding to the train's forward platform and control instructions from an automatic train monitoring system (ATS) center; the axle counting section types include a non-turnout axle counting section and a turnout axle counting section; and the axle counting section types include a non-turnout axle counting section and a turnout axle counting section.

[0025] a first processing module, configured to determine train positioning information based on at least one of the axle counting information and the turnout information and the train running direction;

[0026] The second processing module is used to determine the target authorization based on the train positioning information and multiple equipment states between the planned destination to control the operation level mode of the train; wherein the target authorization includes one of waiting authorization, operation authorization and failure authorization; the multiple equipment states include section status, signal status, signal system area blocking switch SPKS button status, platform shield door status, emergency button status and flood control door status.

[0027] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the rail transit train control method as described above is implemented.

[0028] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements any of the above-described rail transit train control methods.

[0029] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the computer program implements any of the above-mentioned rail transit train control methods.

[0030] The rail transit train control method and device provided by the present invention obtain the train's running direction, axle counting information, switch information and planned destination when train communication is interrupted, and determine the train positioning information based on at least one of the axle counting information and switch information and the train's running direction. Finally, target authorization is determined based on multiple equipment states between the train positioning information and the planned destination to control the train's operating level mode. This can improve the train's automatic operation efficiency and operating safety, thereby increasing the rescue time of the FAO system under fault conditions and having strong availability. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction is given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0032] FIG1 is a flow chart of a rail transit train control method according to the present invention;

[0033] FIG2 is a second flow chart of the rail transit train control method provided by the present invention;

[0034] FIG3 is a third flow chart of the rail transit train control method provided by the present invention;

[0035] FIG4 is a schematic structural diagram of a rail transit train control device provided by the present invention;

[0036] FIG5 is a schematic structural diagram of an electronic device provided by the present invention. DETAILED DESCRIPTION

[0037] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0038] The rail transit train control method and device of the present invention will be described below with reference to FIG. 1 to FIG. 5 .

[0039] FIG1 is a flow chart of a rail transit train control method provided by the present invention. As shown in FIG1 , the rail transit train control method includes the following steps:

[0040] Step 110: In the event of a train communication interruption, obtain the train's running direction, axle counting information, switch information, and planned destination; wherein the switch information includes one of switch positioning and switch reverse position, and the axle counting information includes the axle counting section type and axle counting status; the planned destination is determined based on the passenger flow information corresponding to the train's front platform and the control instructions of the automatic train monitoring system (ATS) center, and the axle counting section types include a non-switch axle counting section and a switch axle counting section.

[0041] In this step, the axle counting status includes the axle counting idle status and the axle counting occupied status. When the train is running in a section, if the number of axles in the section is zero, the section is idle; if the number of axles in the section is not zero, the section is occupied.

[0042] In this embodiment, the positioning and reverse position of the turnout are ensured by a locking device to ensure the accuracy and stability of its switching, that is, when the turnout is in the positioning or reverse position state, the locking device will fix the position of the turnout to ensure the normal passage of the train.

[0043] In this embodiment, the planned destination is related to the passenger flow at the platform ahead of the train (section not reached). Generally, the ATS (Automatic Train Supervision) center monitors the platform where passengers are queuing to board the train, and can set the corresponding platform as the planned destination; in addition, the ATS center can also set any safe platform or section ahead of the train as the planned destination to improve the train operation efficiency and safety.

[0044] In this embodiment, when a train experiences a communication interruption, it is easy to lose its position. If the train control system detects that the train has lost its position, it will send the lost position information to the zone controller ZC. The ZC saves the last valid position information of the train and records the train's direction of travel. At the same time, the computer interlocking (CI) sends axle counting information and switch information to the ZC, and the ATS center sends the planned destination to the ZC.

[0045] Step 120: Determine train positioning information based on at least one of the axle counting information and the turnout information and the train running direction.

[0046] In this step, the train positioning methods corresponding to different axle counting section types and axle counting states are different.

[0047] For example, when a train occupies a non-switch axle counting section, the train's running track is generally fixed. The train's real-time position information can be determined based on the train's last recorded position in the non-switch axle counting section; if the train occupies a switch axle counting section, it is necessary to combine the switch opening direction and locking status to infer the train's possible running position.

[0048] In this embodiment, the train's position information before communication interruption and the occupancy status of the axle counting section are correlated. Generally, the train position and the axle counting section occupancy status information are consistent. Due to different communication delays, the train may be located in the front and the axle counting section may be occupied in the back, or the train may be located in the back and the axle counting section may be occupied in the front.

[0049] In this embodiment, when estimating the possible operating range of the train, the information inconsistency caused by communication delay should be fully considered, and the train's safety envelope should be extended according to the axle counting sections occupied by the front and rear to ensure that the expanded safety envelope can cover the actual position of the train, so as to ensure the correctness of subsequent movement authorization calculations.

[0050] Step 130: Determine a target authorization based on the train positioning information and multiple equipment states between the planned destination to control the train's operating level mode; wherein the target authorization includes one of a waiting authorization, an operating authorization, and a failed authorization; and the multiple equipment states include a section status, a signal machine status, a signal system area blocking switch SPKS button status, a platform screen door status, an emergency button status, and a flood control door status.

[0051] In this step, different equipment states correspond to a train operation parameter. When the above equipment states all meet the corresponding operation parameters, the ZC sends an operation authorization to the train to control the train to run to the destination or restore the positioning.

[0052] In this embodiment, determining the target authorization based on multiple device states between the train positioning information and the planned destination includes: when multiple device states all meet the corresponding train operation parameters, determining the target authorization as an operation authorization; when any one of the multiple device states does not meet the corresponding train operation parameters, determining the target authorization as a waiting authorization; when the train authorization information cannot be calculated based on the multiple device states, determining the target authorization as a failed authorization.

[0053] In this embodiment, when the status of various equipment meets the train operation parameters, an operation authorization is sent to the train and the authorization is continuously updated until the train reaches the destination or the train resumes its positioning; if the train operation status is not met, a waiting authorization is sent to the train; if the ZC determines that the operation authorization cannot be calculated, a failure authorization is sent to the train, and the train needs to wait for rescue by staff.

[0054] In this embodiment, after determining the target authorization based on the train positioning information and multiple equipment states between the planned destination, the method also includes: sending the target authorization to the train so that the train can adjust the train operation mode to the fully automatic operation system FAO level mode when the train reaches the planned destination or restores communication.

[0055] In this embodiment, after the train reaches the destination or recovers its position, the remote control mode is exited and the train operation mode is restored to the FAO level mode.

[0056] The rail transit train control method provided by the embodiment of the present invention obtains the train's running direction, axle counting information, switch information and the planned destination when train communication is interrupted, and determines the train positioning information based on at least one of the axle counting information and switch information and the train's running direction. Finally, the target authorization is determined based on the status of multiple devices between the train positioning information and the planned destination to control the train's operating level mode. This can improve the train's automatic operation efficiency and operating safety, thereby increasing the rescue time of the FAO system under fault conditions and having strong availability.

[0057] In some embodiments, determining the train positioning information based on at least one of the axle counting information and the switch information and the train running direction includes: when the axle counting section type is a non-switch axle counting section, determining the train positioning information based on the train running direction and the axle counting status information.

[0058] In this embodiment, since the non-switch axle counting section is approximately a straight line, the train's running trajectory in the non-switch axle counting section is fixed. When the corresponding axle counter in the non-switch axle counting section is in an occupied state (the train occupies the non-switch axle counting section), the possible position of the train is inferred based on the current running direction of the train and the positions of the adjacent trains in front and behind in the running direction of the train, thereby realizing the joint control of the train in remote control mode and other trains in the FAO system.

[0059] The rail transit train control method provided by the embodiment of the present invention determines the train positioning information according to the train running direction and axle counting status information when the axle counting section type is a non-switch axle counting section, and the positioning method is simple and efficient.

[0060] In some embodiments, determining the train positioning information based on at least one of the axle counting information and the switch information and the train running direction also includes: when the axle counting section type includes a switch axle counting section, determining the train positioning information based on the train running direction, switch information and axle counting status information.

[0061] In this embodiment, the turnout axle counting section includes a turnout, which can rotate in a certain direction. The train trajectory can be inferred by combining the turnout opening direction and locking status (these two states are also sent by CI to ZC).

[0062] Specifically, if the current switch state is "four open" (an intermediate state that is neither in position nor in reverse), then the direction of the train cannot be inferred, and the possible trajectory of the train cannot be calculated at this time, and the train safety envelope cannot be calculated; if the current switch state is one of "position" or "reverse", it is a fixed state and can be used to infer the train's trajectory and then infer the train's possible running position.

[0063] In this embodiment, it is assumed that there are four axle counting sections arranged in tandem: A, B, C, and D (the switch section has a fixed position and can be analyzed as an axle counting section without a switch). The train is in axle counting section A and train communication is interrupted. This includes but is not limited to the following scenarios:

[0064] (1) Scenario 1: Only the axle counting section A is occupied. At this time, it is presumed that the train is still on the axle counting section A, and the front end of the safety envelope train extends to the right end point of the axle counting section A;

[0065] (2) Scenario 2: Axle counting section AB is occupied. In this case, the train is presumed to be on axle counting section AB, and the front end of the safety envelope train extends to the right end point of axle counting section B.

[0066] (3) Scenario 3: Axle counting section ABC is occupied. At this time, the train is presumed to be on axle counting section ABC, and the front end of the safety envelope train extends to the right end point of axle counting section C;

[0067] (4) Scenario 4: Axle counting section B is occupied. At this time, the train is presumed to leave axle counting section A and move to axle counting section B. The rear end of the safety envelope train is updated to the left end point of axle counting section B, and the front end of the safety envelope train is extended to the right end point of axle counting section B.

[0068] (5) Scenario 5: The axle counting section BC is occupied. At this time, it is presumed that the train leaves the axle counting section A and moves to the axle counting section BC. The rear end of the safety envelope train is updated to the left end point of the axle counting section B, and the front end of the safety envelope train is extended to the right end point of the axle counting section C.

[0069] In some embodiments, some abnormal scenarios are handled as follows:

[0070] (6) Scenario 6: Axle counting sections AC are occupied. It is impossible to directly infer that the train has left axle counting section A, nor is it difficult to infer whether it has traveled to axle counting section C. At this time, the rear end of the safety envelope train is not updated and maintains its previous position on axle counting section A. The front end of the safety envelope train extends to the right end point of axle counting section C.

[0071] In this embodiment, the position of the train can also be inferred using information such as the occupancy of the axle counting section, the train's running direction and speed. For example, the axle counting section D is occupied, but the train cannot reach the axle counting section D even if it runs at the maximum speed. In this case, it is determined that the occupancy of the axle counting section D is not related to the train.

[0072] It should be noted that, in actual operation, the above-mentioned axle counting sections may include multiple sections, and the train position estimation in each section or multiple sections is similar to the above-mentioned scenario, which will not be repeated in this embodiment.

[0073] Figure 2 is a second flow chart of the rail transit train control method provided by the present invention. In the embodiment shown in Figure 2, when the train communication is interrupted, the ZC records the last valid position information of the train, and calculates the possible position information of the train based on the axle counting section status and the switch status. Finally, the possible position information of the train is corrected based on the position information of the adjacent trains before and after the train.

[0074] The rail transit train control method provided by an embodiment of the present invention can improve the positioning efficiency of the train in the switch axle counting section by determining the train positioning information based on the train running direction, switch information and axle counting status information when the axle counting section type includes a switch axle counting section, so as to ensure the correctness of subsequent movement authorization calculations.

[0075] In some embodiments, the platform ahead of the train includes platforms within the jurisdiction of other ZCs in front of the train except for the jurisdiction of the current area controller ZC. The method further includes: determining transfer boundary information based on the train's running direction and switch information; when the current area controller ZC transfers control of the train to other ZCs based on the transfer boundary information, controlling the train to travel to the planned destination through the other ZCs.

[0076] In this embodiment, the planned destination is generally manually specified by the ATS center. If the ATS center does not specify the destination, or the train cannot reach the specified destination (for example, the planned destination is behind the train), the ZC will select the nearest platform area in front of the currently available path based on the current route information and the direction of the switch.

[0077] In this embodiment, if the nearest platform ahead is no longer within the jurisdiction of this ZC, the ZC will select the forward handover boundary point of the currently available path based on the current route information and the direction of the turnout. The adjacent ZC will then continue to control the train to the platform area ahead as the planned destination.

[0078] The rail transit train control method provided by the embodiment of the present invention realizes the safe transfer of train control rights by controlling the train to the planned destination according to other ZCs when the current zone controller ZC transfers the train control rights to other ZCs according to the transfer boundary information, thereby improving the safety and stability of train operation.

[0079] Figure 3 is a third flow chart of the rail transit train control method provided by the present invention. In the embodiment shown in Figure 3, when the train detects that it has lost its positioning, the train control system sends a full default position message to the ZC, and the mode is remote control mode; the train enters the remote control mode, and the ZC calculates the possible location information of the train; the ZC receives the destination to which the train plans to travel from the ATS, and calculates whether the various equipment states between the train and the destination meet the operating conditions; if the various equipment states all meet the corresponding conditions, an operating authorization is sent to the train; if there is a device state that does not meet the corresponding conditions, a waiting authorization is sent to the train until all device states meet the corresponding conditions, and then an operating authorization is sent to the train. The train runs to the destination or replies to the positioning according to the operating authorization, and then exits the remote control mode and returns to the FAO level mode; if it is determined based on the various equipment states that the safe operation of the train cannot be guaranteed, a failure authorization is sent to the train.

[0080] The rail transit train control device provided by the present invention is described below. The rail transit train control device described below and the rail transit train control method described above can be referenced to each other.

[0081] FIG4 is a schematic structural diagram of a rail transit train control device provided by the present invention. As shown in FIG4 , the rail transit train control device includes: an information acquisition module 410 , a first processing module 420 and a second processing module 430 .

[0082] Information acquisition module 410 is used to obtain the train's running direction, axle counting information, turnout information, and the planned destination in the event of a train communication interruption. The turnout information includes one of turnout position and turnout reversal, and the axle counting information includes the axle counting section type and axle counting status. The planned destination is determined based on passenger flow information corresponding to the train's preceding platform and control instructions from the Automatic Train Monitoring System (ATS) center.

[0083] A first processing module 420 is configured to determine train positioning information based on at least one of the axle counting information and the turnout information and the train running direction;

[0084] The second processing module 430 is used to determine the target authorization based on the train positioning information and multiple equipment states between the planned destination to control the train's operating level mode; wherein the target authorization includes one of waiting authorization, operating authorization and failed authorization; the multiple equipment states include section status, signal status, signal system area blocking switch SPKS button status, platform shield door status, emergency button status and anti-flooding door status.

[0085] The rail transit train control device provided by the present invention obtains the train's running direction, axle counting information, switch information and planned destination when train communication is interrupted, determines the train positioning information based on at least one of the axle counting information and switch information and the train's running direction, and finally determines the target authorization based on multiple equipment states between the train positioning information and the planned destination to control the train's running level mode, which can improve the train's automatic operation efficiency and operation safety, thereby increasing the rescue time of the FAO system under fault conditions and having strong availability.

[0086] Figure 5 is a structural diagram of the electronic device provided by the present invention. As shown in Figure 5, the electronic device may include: a processor (processor) 510, a communication interface (Communications Interface) 520, a memory (memory) 530 and a communication bus 540, wherein the processor 510, the communication interface 520, and the memory 530 communicate with each other through the communication bus 540. The processor 510 can call the logic instructions in the memory 530 to execute the rail transit train control method, which includes: in the case of train communication interruption, obtaining the train running direction, axle counting information and switch information and the planned destination; wherein the switch information includes one of switch positioning and switch reverse position, and the axle counting information includes the axle counting section type and the axle counting status; the planned destination is determined based on the passenger flow information corresponding to the front platform of the train and the control instructions of the train automatic monitoring system ATS center, and the axle counting section type includes a non-switch axle counting section and a switch axle counting section; the train positioning information is determined according to at least one of the axle counting information and the switch information and the train running direction; the target authorization is determined according to multiple equipment states between the train positioning information and the planned destination to control the train's operating level mode; wherein the target authorization includes one of waiting authorization, running authorization and failed authorization; the multiple equipment states include section status, signal machine status, signal system area blocking switch SPKS button status, platform screen door status, emergency button status and anti-flooding door status.

[0087] In addition, the logic instructions in the above-mentioned memory 530 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0088] On the other hand, the present invention also provides a computer program product, which includes a computer program, which can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the rail transit train control method provided by the above methods, which includes: in the case of train communication interruption, obtaining the train running direction, axle counting information and switch information and the planned destination; wherein the switch information includes one of the switch positioning and the switch reverse position, and the axle counting information includes the axle counting section type and the axle counting status; the planned destination is based on the passenger corresponding to the front platform of the train. The axle counting section types include axle counting section without switch and axle counting section with switch; the train positioning information is determined according to at least one of the axle counting information and the switch information and the train running direction; the target authorization is determined according to the train positioning information and multiple equipment states between the planned destination to control the train's running level mode; wherein the target authorization includes one of waiting authorization, running authorization and failed authorization; the multiple equipment states include section status, signal status, signal system area blocking switch SPKS button status, platform shield door status, emergency button status and flood prevention door status.

[0089] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to execute the rail transit train control method provided by the above-mentioned methods, the method comprising: in the event of a train communication interruption, obtaining the train running direction, axle counting information, switch information and the planned destination; wherein the switch information includes one of switch positioning and switch reverse position, and the axle counting information includes the axle counting section type and the axle counting status; the planned destination is determined based on the passenger flow information corresponding to the front platform of the train and the control instructions of the train automatic monitoring system ATS center, and the axle counting section type includes a non-switch axle counting section and a switch axle counting section; the train positioning information is determined based on at least one of the axle counting information and the switch information and the train running direction; the target authorization is determined based on multiple equipment states between the train positioning information and the planned destination to control the train's operating level mode; wherein the target authorization includes one of waiting authorization, running authorization and failed authorization; the multiple equipment states include section status, signal machine status, signal system area blocking switch SPKS button status, platform screen door status, emergency button status and anti-flooding door status.

[0090] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one location or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of the present embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0091] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, or of course, by hardware. Based on this understanding, the essence of the above technical solution or the part that contributes to the existing technology can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or certain parts of the embodiments.

[0092] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A rail transit train control method, characterized in that: include: In the event of a train communication interruption, the train's running direction, axle counting information, turnout information, and planned destination are obtained; wherein the turnout information includes one of turnout position and turnout reversal; the axle counting information includes the axle counting section type and axle counting status; the planned destination is determined based on passenger flow information corresponding to the train's preceding platform and control instructions from the Automatic Train Monitoring System (ATS) center; and the axle counting section types include a non-turnout axle counting section and a turnout axle counting section; determining train positioning information according to at least one of the axle counting information and the turnout information and the train running direction; Target authorization is determined based on multiple equipment states between the train positioning information and the planned destination to control the operating level mode of the train; wherein the target authorization includes one of waiting authorization, operating authorization and failed authorization; the multiple equipment states include section status, signal status, signal system area blocking switch SPKS button status, platform shield door status, emergency button status and anti-flooding door status.

2. The rail transit train control method according to claim 1, characterized in that: Determining the train positioning information according to at least one of the axle counting information and the turnout information and the train running direction includes: In a case where the axle counting section type is the non-branch axle counting section, the train positioning information is determined according to the train running direction and the axle counting status information.

3. The rail transit train control method according to claim 1, characterized in that: The determining of the train positioning information according to at least one of the axle counting information and the turnout information and the train running direction further comprises: In a case where the axle counting section type includes the switch axle counting section, the train positioning information is determined according to the train running direction, the switch information and the axle counting state information.

4. The rail transit train control method according to claim 1, characterized in that: The determining of target authorization according to the train positioning information and the multiple device states between the planned destination includes: When the multiple device states all meet the corresponding train operation parameters, the target authorization is determined to be the operation authorization; when any one of the multiple device states does not meet the corresponding train operation parameters, the target authorization is determined to be the waiting authorization; when the train authorization information cannot be calculated according to the multiple device states, the target authorization is determined to be the failed authorization.

5. The rail transit train control method according to claim 1, characterized in that: The platform ahead of the train includes a platform within the jurisdiction of another ZC except the jurisdiction of the current zone controller ZC ahead of the train, and the method further includes: Determining handover boundary information according to the train running direction and the turnout information; When the current zone controller ZC transfers the train control right to the other ZC according to the handover boundary information, the train is controlled by the other ZC to travel to the planned destination.

6. The rail transit train control method according to claim 1, characterized in that: After determining the target authorization based on the train positioning information and the multiple device states between the planned destination, the method further includes: The target authorization is sent to the train so that the train can adjust the train operation mode to the fully automatic operation system FAO level mode when the train reaches the planned destination or restores communication.

7. A rail transit train control device, characterized in that: include: An information acquisition module is configured to obtain the train's direction of travel, axle counting information, turnout information, and the planned destination in the event of a train communication interruption; wherein the turnout information includes one of turnout position and turnout reversal, and the axle counting information includes the axle counting section type and axle counting status; and the planned destination is determined based on passenger flow information corresponding to the train's preceding platform and control instructions from the Automatic Train Monitoring System (ATS) center. The first processing module is used to process the axle counting information and the turnout information according to at least A train positioning information determined in relation to the train's running direction; The second processing module is used to determine the target authorization based on the train positioning information and multiple equipment states between the planned destination to control the operation level mode of the train; wherein the target authorization includes one of waiting authorization, operation authorization and failure authorization; the multiple equipment states include section status, signal status, signal system area blocking switch SPKS button status, platform shield door status, emergency button status and flood control door status.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the rail transit train control method as described in any one of claims 1 to 6 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the rail transit train control method according to any one of claims 1 to 6 is implemented.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the rail transit train control method according to any one of claims 1 to 6 is implemented.

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