Rail train operation control method and rail train

Abstract

The present application relates to the field of rail transit technology, and specifically to a rail train operation control method and a rail train, the method comprising: in the event of a communication failure in the rail train, the on-board controller receives the current position information of the rail train and the status information of the trackside signal in front sent by the detection device; the on-board controller calculates the authorized movement path of the rail train based on the current position information and the status information of the trackside signal in front; the on-board controller controls the operation status of the rail train based on the authorized movement path. Compared with the backup mode of setting up active transponders, ground electronic units and connecting cables beside the track, setting up the backup mode of the detection device on the rail train can simplify the complexity of the rail train control system, while reducing the installation and subsequent maintenance costs.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a rail train operation control method and a rail train. Background Art

[0002] Rail trains refer to vehicles in rail transportation, including subways, light rails, monorails, trams, rubber-wheeled trams, and maglev trains. Rail trains use the Communication Based Train Control (CBTC) system for automatic driving. The CBTC system usually has a backup mode. Using the backup mode to control the operation of rail trains can ensure the efficiency and safety of train operation after communication failures.

[0003] The existing communication-based train automatic control system usually adopts a backup mode based on active balises and ground electronic units (LEUs). Active balises are arranged in front of the signal machine, and the ground electronic unit sends movement authorization information to the train through the active balise. The rail train calculates the speed limit based on the movement authorization information as the basis for the safe operation of the rail train. The additionally arranged source balises, ground electronic units and other equipment and connecting cables make the rail train operation system complicated, and the installation and maintenance costs are high. Summary of the invention

[0004] In order to solve one of the above technical defects, a rail train operation control method and a rail train are provided in the embodiment of the present application. The technical solution is as follows:

[0005] According to a first aspect of an embodiment of the present application, a method for controlling the operation of a rail train is provided, wherein the rail train includes an onboard controller and a detection device, the onboard controller is connected to the detection device, and the detection device is used to detect the current position of the rail train and the state of a trackside signal. The method includes:

[0006] In the event of a communication failure in the rail train, the on-board controller receives the current position information of the rail train and the status information of the trackside signal ahead sent by the detection device; the on-board controller calculates the authorized movement path of the rail train based on the current position information and the status information of the trackside signal ahead; and the on-board controller controls the operating status of the rail train based on the authorized movement path.

[0007] According to a second aspect of an embodiment of the present application, a rail train operation control method is provided, wherein the rail train includes an onboard controller and a detection device, the onboard controller is connected to the detection device, and the detection device is used to detect the current position of the rail train and the state of the trackside signal. The method includes:

[0008] In the event of a communication failure in the rail train, the detection device detects the current position of the rail train and the status of the trackside signal ahead; the detection device sends the current position information of the rail train and the status information of the trackside signal ahead to the on-board controller, so that the on-board controller calculates the authorized movement path of the rail train based on the current position information and the status information of the trackside signal ahead, and controls the operating status of the rail train based on the authorized movement path.

[0009] According to a third aspect of an embodiment of the present application, a rail train operation control method is provided, wherein the rail train includes an on-board controller and a detection device, the on-board controller is connected to the detection device, and the detection device is used to detect the current position of the rail train and the state of the trackside signal. The method includes:

[0010] In the event of a communication failure in the rail train, the detection device detects the current position of the rail train and the status of the trackside signal ahead; the detection device sends the current position information of the rail train and the status information of the trackside signal ahead to the on-board controller; the on-board controller receives the current position information and the status information of the trackside signal ahead; the on-board controller calculates the authorized movement path of the rail train based on the current position information and the status information of the trackside signal ahead; and the on-board controller controls the operating status of the rail train based on the authorized movement path.

[0011] According to a fourth aspect of an embodiment of the present application, a rail train is provided, the rail train comprising an onboard controller and a detection device, the onboard controller being connected to the detection device, the detection device being used to detect a current position of the rail train and a state of a trackside signal;

[0012] Wherein, in the event of a communication failure in the rail train, a detection device detects the current position of the rail train and the status of the trackside signal ahead; the detection device sends the current position information of the rail train and the status information of the trackside signal ahead to the on-board controller; the on-board controller receives the current position information and the status information of the trackside signal ahead; the on-board controller calculates the authorized movement path of the rail train based on the current position information and the status information of the trackside signal ahead; and the on-board controller controls the operating status of the rail train based on the authorized movement path.

[0013] According to a fifth aspect of an embodiment of the present application, a computer-readable storage medium is provided, which stores a computer program, and the computer program is executed by a processor to implement the above method.

[0014] According to a sixth aspect of an embodiment of the present application, a computer program product is provided, comprising a computer program or instructions, which implement the above method when executed by a processor.

[0015] Using the rail train operation control method provided in the embodiment of the present application, after a communication failure occurs in the rail train, the detection device detects and sends the current position information of the rail train and the status information of the trackside signal in front to the on-board controller. The on-board controller calculates the authorized movement path of the rail train based on the current position information of the rail train and the status information of the trackside signal in front, and the rail train controls the state of the rail train according to the authorized movement path. Compared with the backup mode of setting up active transponders, ground electronic units and connecting cables beside the track, setting up the backup mode of the detection device on the rail train can simplify the complexity of the rail train control system and reduce the installation and subsequent maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0017] Figure 1 This is an interactive flow chart of the rail train operation control method of Example 1;

[0018] Figure 2 A schematic diagram of a structure of a rail train running on a track;

[0019] Figure 3 Another structural schematic diagram of a rail train running on a track;

[0020] Figure 4 It is another structural schematic diagram of a rail train running on a track;

[0021] Figure 5 It is another structural schematic diagram of a rail train running on a track;

[0022] Figure 6 It is another structural schematic diagram of a rail train running on a track;

[0023] Figure 7 It is another structural schematic diagram of a rail train running on a track. DETAILED DESCRIPTION

[0024] In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0025] In the description of the present application, the terms "first", "second", "third", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the definition of "first", "second", "third", etc. may explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple", "several", etc. is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0026] In this application, unless otherwise clearly specified and limited, the terms "connected", "connection" and the like should be understood in a broad sense, for example, it can be an electrical connection or can communicate with each other; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0027] Rail trains are usually controlled by onboard controllers to achieve automatic driving. The conditions required for automatic driving by onboard controllers are that the communication equipment on the rail train is normal and can communicate normally with the object controller (OC), the intelligent train supervision system (ITS) and other rail trains. When the communication equipment of the rail train cannot communicate normally due to internal or external reasons, the operator can drive manually or use the backup mode to achieve automatic driving.

[0028] In the existing backup mode, active balises are usually arranged in front of the signal. The ground electronic unit sends movement authorization information to the train through the active balise. The rail train calculates the speed limit based on the movement authorization information as the basis for the safe operation of the rail train. The additionally arranged source balises, ground electronic units and other equipment and connecting cables make the rail train operation system complicated and the installation and maintenance costs are high.

[0029] Example 1

[0030] The rail train may include an on-board controller (full name: Intelligent Vehicle On-Board Controller, IVOC for short) and a detection device. The on-board controller calculates the authorized movement path of the rail train and controls the rail train according to the authorized movement path. The detection device may be arranged on the front of the train and may detect the current position of the rail train, the ID of the trackside signal and the status of the trackside signal.

[0031] This embodiment provides a rail train operation control method. Figure 1 The interactive flow chart of the rail train operation control method provided in this embodiment can be applied to the on-board controller and / or detection device. Although the process described below includes multiple operations that appear in a specific order, it should be clearly understood that these processes may also include more or fewer operations, and these operations may be performed sequentially or in parallel (for example, using a parallel processor or a multi-threaded environment). Figure 1 As shown, the method includes at least some of the following steps: (S101-S105):

[0032] S101. In the event of a communication failure in a rail train, a detection device detects the current position of the rail train and the state of a trackside signal ahead.

[0033] A rail train communication failure means that the rail train cannot communicate normally with the object controller, the train intelligent monitoring system, and other rail trains. The possible reasons include failure of its own communication equipment, interference of communication signals, etc. In the case that the rail train cannot communicate normally with the object controller, the train intelligent monitoring system, and other rail trains, in order not to affect the normal passage and driving safety of the rail train, the detection device detects the current position of the rail train and the status of the trackside signal in front of the rail train. Among them, the front refers to the position relative to the direction of travel of the rail train, that is, the direction viewed by the front of the rail train; the current position refers to the current position of the rail train on the track.

[0034] The signal is set up beside the track to indicate the operation of the train. The detection device has an Intelligent Train Eye (ITE) system, which has the functions of shooting, image recognition and detecting obstacles ahead. The detection device can pre-store images corresponding to various positions in the track line, and compare the captured images with the images corresponding to various positions to determine the position of the track train in the track line. The detection device has a detection distance limit. During the driving process, the detection device can detect the status of the trackside signal in front within a certain range.

[0035] S102, the detection device sends the current position information of the rail train and the status information of the trackside signal ahead to the on-board controller.

[0036] The detection device and the onboard controller can be connected wirelessly or wired. After detecting the current position of the rail train and the state of the front trackside signal, the detection device sends the current position information of the rail train and the state information of the front trackside signal to the onboard controller.

[0037] S103, the on-board controller receives the current position information of the track train and the status information of the trackside signal ahead sent by the detection device.

[0038] The on-board controller can control the automatic driving of the rail train. In the case that there is no communication failure in the rail train, that is, the rail train can communicate normally with the object controller, the train intelligent monitoring system and other rail trains, the on-board controller of the rail train can calculate the mobile authorization path based on the data sent by the object controller, the train intelligent monitoring system and other rail trains, and the on-board controller controls the operation status of the rail train based on the mobile authorization path.

[0039] In the event of a communication failure in a rail train, the rail train cannot receive data sent by the object controller, the train intelligent monitoring system, or other rail trains. The on-board controller may receive the current position information of the rail train and the status information of the trackside signal ahead detected by the detection device, and use the current position information of the rail train and the status information of the trackside signal ahead to execute step S104. The on-board controller calculates the authorized movement path of the rail train based on the current position information and the status information of the trackside signal ahead.

[0040] As a backup mode for rail trains with communication failures, the onboard controller uses the current position information of the rail train detected by the detection device and the status information of the trackside signal in front to calculate the authorized movement path of the rail train. Compared with the arrangement of active transponders, ground electronic units and connecting cables on the trackside, the detection device for detecting the current position of the rail train and the trackside signal on the rail train can greatly simplify the complexity of the rail train backup mode and reduce the installation and subsequent maintenance costs.

[0041] S105. The onboard controller controls the running state of the rail train based on the mobile authorization path.

[0042] The authorized movement path includes the end point information of the authorized movement path and the switch information in the authorized movement path. The on-board controller can calculate the speed of the rail train in the path according to the end point information and the switch information of the authorized movement path, thereby controlling the state of the rail train.

[0043] In summary, when a communication failure occurs in a rail train, the detection device detects and sends the current position information of the rail train and the status information of the trackside signal in front to the on-board controller. The on-board controller calculates the authorized movement path of the rail train based on the current position information of the rail train and the status information of the trackside signal in front, and the rail train controls the state of the rail train according to the authorized movement path. Compared with the backup mode of setting up active balises, ground electronic units and connecting cables beside the track, setting up the backup mode of the detection device on the rail train can simplify the complexity of the rail train control system and reduce the installation and subsequent maintenance costs.

[0044] The trackside signal may include a first state, a second state, and a third state. The first state of the trackside signal is a prohibition signal, which is used to instruct the rail train to stop running in the current route; the second and third states of the trackside signal are open signals, which are used to indicate the direction of the diverging turnout ahead. The second state indicates that all the diverging turnouts in the route associated with the trackside signal are open in the straight direction, and the third state indicates that at least one of the diverging turnouts in the route associated with the trackside signal is open in the lateral direction.

[0045] It should be noted that a route refers to a path starting from a trackside signal and ending at the next trackside signal ahead. The route associated with a trackside signal is the path corresponding to the trackside signal as the starting point. When there is a diverging turnout in a route, it means that the trackside signal is associated with multiple paths; if there is no diverging turnout in a route, it means that the trackside signal is associated with one path.

[0046] For example, if Figure 2 As shown, Figure 2 It is a structural schematic diagram of a rail train running on a track. The rail train runs from right to left, and the first route 101 is a path from the first trackside signal A as the starting point to the second trackside signal B as the end point, and the second path 102 is a path from the second trackside signal B as the starting point to the third trackside signal C as the end point. The route associated with the first trackside signal A is the first route 101, and the route associated with the second trackside signal B is the second route 102. If there is no diverging turnout in both the first path 101 and the second path 102, then the path associated with the first trackside signal A includes one, and the path associated with the second trackside signal B includes one.

[0047] In one or more embodiments, when the state of the trackside signal ahead is the first state, it indicates that the rail train has stopped running. The first state of the trackside signal may be a red light. When the detection device detects that the state of the trackside signal ahead is the first state, the onboard controller calculates the authorized movement path of the rail train based on the current position information of the rail train and the state information of the trackside signal ahead, which may include the following steps (S201-S205):

[0048] S201. Determine whether the end point of the current route of the rail train corresponds to a protection zone based on the current position information.

[0049] The protection section refers to a repeated section set up to prevent the rail train from overstepping the signal and causing dangerous consequences. The on-board controller stores the relevant information of the rail line in advance. After receiving the current position information of the rail train sent by the detection device, it can determine whether the end point of the rail train route corresponds to the protection section based on the current position information and the relevant information of the rail line.

[0050] When the end point of the route where the rail train is located does not correspond to a protected section, step S202 is executed to withdraw the end point of the current route to a position corresponding to a first preset distance as the end point of the movement authorization path. The first preset distance is a safety protection distance.

[0051] Setting the end point of the mobile authorization path behind the end point of the approach route where the aisle train is located, that is, setting the end point of the mobile authorization path behind the front trackside signal, can ensure that the on-board controller controls the rail train to stop behind the front trackside signal and will not stop at a position beyond the trackside signal, thereby ensuring the safe operation of the rail train.

[0052] For example, if Figure 3 As shown, Figure 3 Another structural diagram of a rail train running on a track. The rail train runs on a first approach 101. When the state of the second trackside signal B ahead is determined to be in the first state based on the current position information of the rail train, and when it is determined based on the current position information of the rail train that the end of the first approach 101 does not correspond to a protected section, the end of the first approach 101 is withdrawn to a position 104 corresponding to a first preset distance 103 as the end of the authorized movement path.

[0053] When there is a protection section corresponding to the end point of the route where the rail train is located, step S203 is executed to determine whether there is a divergent turnout corresponding to the end point of the route where the rail train is currently located based on the current position information.

[0054] The on-board controller pre-stores relevant information of the track line. After receiving the current position information of the track train sent by the detection device, it can determine whether the end point of the track where the track train is located corresponds to a divergent switch based on the current position information and the relevant information of the track line, that is, based on the current position information and the relevant information of the track line, it can determine whether there is a divergent switch in front of the trackside signal in front.

[0055] When it is determined that the end point of the current route of the rail train does not correspond to a divergent turnout, it is determined that the end point of the current route corresponds to a protection section, and step S204 is executed to withdraw the end point of the protection section to a position corresponding to the first preset distance as the end point of the authorized movement path.

[0056] The protection section starts with the axle counter of the trackside signal and ends with the next axle counter in front. Its length is determined during the construction of the track. Setting the end point of the mobile authorization path behind the end point of the protection section can ensure that the on-board controller controls the rail train to stop behind the end point of the protection section and will not stop at a position beyond the protection section, thereby ensuring the safe operation of the rail train.

[0057] For example, if Figure 4 As shown, Figure 4 It is another structural schematic diagram of a rail train running on a track. The state of the fourth trackside signal D in front of the rail train is the first state. Based on the current position information of the rail train, it is determined that the current route includes a first protection section 105 with the first axle counter 1051 as the starting point and the second axle counter 1052 as the end point. The end point of the first protection section 105 is withdrawn to a position corresponding to the first preset distance 103 as the end point of the movement authorization path, that is, the position where the second axle counter 1052 is located is withdrawn to a position corresponding to the first preset distance 103 as the end point of the movement authorization path.

[0058] If it is determined that the end point of the current route of the rail train corresponds to a divergent switch, then it is determined that the end point of the current route corresponds to multiple protection sections, and step S205 is executed to extend the position corresponding to the second preset distance from the starting point of the protection section in the reverse direction of the divergent switch as the end point of the authorized movement path.

[0059] The diverging turnout may include a positioning position and a reverse position. The positioning position refers to the position where the turnout is usually opened, and the reverse position refers to the position that is temporarily changed when arranging the route. When there are diverging turnouts and protection sections, the protection sections include multiple ones. The protection section with the shortest route among the multiple protection sections is determined, and the length of the protection section with the shortest route is obtained. The second preset distance is the difference between the shortest length among the multiple protection sections and the first preset distance.

[0060] The starting points of multiple protection sections are the same, that is, the axle counter of the same trackside signal is used as the starting point. Because the on-board controller cannot determine the position of the turnout in the protection section (i.e., whether the turnout is in the reverse position or in the fixed position) by relying on the trackside signal in the first state, the position corresponding to the second preset distance extending from the starting point of the protection section to the reverse direction of the diverging turnout is used as the end point of the mobile authorized path, which can ensure that the end point of the mobile authorized path will not cross the position of the safety protection distance of any protection section, and the end point of the mobile authorized path is set in the protection section of all diverging turnouts in the reverse direction, which can ensure that the speed limit curve calculated based on the mobile authorized path will not exceed the lateral speed limit of the turnouts in all protection sections, thereby ensuring the safety of the mobile authorized path.

[0061] For example, if Figure 5 As shown, Figure 5 It is another structural schematic diagram of a rail train running on a track. The starting point of the first protection section 105 is the first axle counter 1051 and the end point is the second axle counter 1052. The starting point of the second protection section 106 is the first axle counter and the end point is the third axle counter 1053. It is determined that the length of the first protection section 105 is shorter than that of the second protection section 106. The length of the first protection section 105 minus the first preset distance is used as the second preset distance. Then, the starting point of the protection section is extended to the second protection section 106 (the reverse position of the diverging turnout) by the second preset distance 107, that is, the second preset distance 107 is extended from the position of the first axle counter 1051 to the second protection section 106.

[0062] In Restrict Mode (RM), the rail train begins to recognize that the signal ahead is an open signal, and the movement authorization path is calculated successfully. Then the state of the signal ahead changes to a prohibited signal, and the end point of the movement authorization path retreats to the signal ahead. When the rail train enters the protection section, the calculated movement authorization path is invalid.

[0063] When the state of the trackside signal ahead is the second state, it indicates that all the branching switches in the route associated with the trackside signal are open to the straight direction; when the state of the trackside signal ahead is the third state, it indicates that at least one of the branching switches in the route associated with the trackside signal is open to the lateral direction. The second state of the trackside signal can be a green light, and the third state of the trackside signal can be a yellow light.

[0064] In one or more embodiments, when the detection device detects that the state of the front trackside signal is the first state, and there is no divergent switch between the front trackside signal and the next trackside signal, the onboard controller calculates the authorized movement path of the rail train based on the current position information of the rail train and the state information of the front trackside signal, which may include the following steps (S301-S305):

[0065] S301. Determine, based on current position information, whether the end point of the route associated with the trackside signal ahead corresponds to a protection section.

[0066] The on-board controller pre-stores relevant information of the track line. After receiving the current position information of the track train sent by the detection device, it can determine whether the end of the route associated with the front trackside signal corresponds to a protection section based on the current position information and the relevant information of the track line.

[0067] When the end point of the associated route does not correspond to a protected section, step S302 is executed to withdraw the end point of the associated route to a position corresponding to the first preset distance as the end point of the movement authorization path.

[0068] Setting the end point of the mobile authorized path behind the end point of the route associated with the front trackside signal can ensure that the on-board controller controls the rail train to stop behind the end point of the route associated with the front trackside signal, and will not stop at a position beyond the associated route end point, thereby ensuring the safe operation of the rail train.

[0069] When the end point of the route associated with the trackside signal ahead corresponds to a protection section, step S303 is executed to determine whether the end point of the associated route corresponds to a diverging turnout based on the current position information.

[0070] The on-board controller pre-stores relevant information of the track line. After receiving the current position information of the track train sent by the detection device, it can determine whether the end point of the route associated with the front trackside signal corresponds to a divergent switch based on the current position information and relevant information of the track line.

[0071] When it is determined that the end point of the route associated with the front trackside signal does not correspond to a divergent turnout, it is determined that there is a protection section at the end point of the associated route, and step S304 is executed to withdraw the end point of the protection section to a position corresponding to the first preset distance as the end point of the mobile authorized path.

[0072] Setting the end point of the mobile authorized path behind the protection section can ensure that the on-board controller controls the rail train to stop behind the end point of the protection section and will not stop at a position beyond the protection section, thereby ensuring the safe operation of the rail train.

[0073] If it is determined that the end point of the route associated with the front trackside signal corresponds to a divergent switch, it is determined that there are multiple protection sections at the end point of the associated route, and step S305 is executed to extend the position corresponding to the second preset distance from the starting point of the protection section in the reverse direction of the divergent switch as the end point of the authorized movement path.

[0074] When there are divergent turnouts and protection sections, the protection sections include multiple ones. The protection section with the shortest route among the multiple protection sections is determined, and the length of the protection section with the shortest route is obtained, and the second preset distance is the difference between the shortest length among the multiple protection sections and the first preset distance, that is, the second preset distance is the difference between the shortest length among the multiple protection sections and the first preset distance.

[0075] The starting points of multiple protection sections are the same, that is, the axle counter of the same trackside signal is used as the starting point. Because the on-board controller cannot determine the position of the turnout in the protection section corresponding to the end point of the associated path (i.e., whether the turnout is in the reverse position or in the fixed position) based on the state of the trackside signal before the current position, the position corresponding to the second preset distance extending from the starting point of the protection section to the reverse direction of the diverging turnout is used as the end point of the mobile authorized path, which can ensure that the end point of the mobile authorized path will not cross the position of the safety protection distance of any protection section and set the end point of the mobile authorized path in the protection section of the first diverging turnout in the reverse direction, which can ensure that the speed limit curve calculated based on the mobile authorized path will not exceed the lateral speed limit of the turnout in the protection section, thereby ensuring the safety of the mobile authorized path.

[0076] In one or more embodiments, when the detection device detects that the state of the front trackside signal is the third state, and there is a divergent switch between the front trackside signal and the next trackside signal, it can be determined that the front trackside signal is associated with multiple routes.

[0077] The onboard controller calculates the authorized movement path of the rail train based on the current position information of the rail train and the state information of the trackside signal ahead, which may include the following steps (S401-S402):

[0078] S401. Based on the current position information, determine the length of the shortest route among multiple routes associated with the trackside signal ahead.

[0079] The on-board controller pre-stores relevant information of the track line. After receiving the current position information of the track train sent by the detection device, it can determine the length of the shortest route among the multiple routes associated with the front trackside signal based on the current position information and the relevant information of the track line.

[0080] S402: Extending the starting point of the route associated with the front trackside signal to the reverse position of the diverging turnout by a third preset distance as the end point of the authorized movement path.

[0081] Due to the existence of diverging turnouts, there may be multiple routes starting from the front trackside signal, that is, the starting points of the paths associated with the front trackside signal are the same. The third preset distance is set to the difference between the length of the shortest route and the first preset distance, and the first preset distance is extended from the starting point of the route to the reverse position of the diverging turnout, which can ensure that the end point of the authorized path will not cross the position of the safety protection distance of any protection section and set the end point of the mobile authorized path in the protection area in the reverse direction of the diverging turnout, which can ensure that the speed limit curve calculated based on the mobile authorized path will not exceed the lateral speed limit of the turnouts in all protection sections, thereby ensuring the safety of the mobile authorized path.

[0082] For example, if Figure 6 As shown, Figure 6 It is another structural diagram of a rail train traveling on a track. The onboard controller of the rail train determines based on the current position information that there is a diverging turnout 108 between the fifth trackside signal E in front and the next trackside signal, that is, the fifth trackside signal E is associated with multiple routes. The onboard controller determines based on the current position information that the route length along the diverging turnout 108 is shorter, and the third preset distance is obtained by subtracting the first preset distance from the route length along the diverging turnout 108. The fifth trackside signal E is used as the starting point, and the position corresponding to the third preset distance is extended to the reverse position of the diverging turnout 108 as the end point of the movement authorization path.

[0083] When the rail train is located in the turnout transition zone of the diverging turnout, since the front of the rail train has just passed the turnout tip, the image recognition point clouds of the positioning and reverse positions of the rail train are highly similar at this time, and the current position of the rail train that may be identified by the detection device may be wrong. For example, the detection device detects that the rail train is in the positioning of the diverging turnout, but at this time the rail train is actually in the reverse position of the diverging turnout; the loading detection device detects that the rail train is in the reverse position of the diverging turnout, but at this time the rail train is actually in the positioning of the diverging turnout. It should be noted that the turnout transition zone refers to an area with the turnout tip of the diverging turnout as the center and a preset range as the radius. The preset range can be determined according to the recognition accuracy of the detection device.

[0084] When a rail train is in the turnout transition zone of a divergent turnout, the detection device can send the turnout transition zone identification to the on-board controller. The turnout transition zone identification can instruct the on-board controller to correct the position of the rail train on the divergent turnout based on the corresponding track signal status, that is, to correct the current position of the rail train, thereby ensuring the on-board controller's precise control of the rail train and avoiding danger.

[0085] After receiving the switch transition zone identification, the onboard controller can determine the status of the corresponding trackside signal based on the current position information. During the operation, the rail train will first pass the trackside signal corresponding to the diverging switch, and the detection device can detect the status of the trackside signal.

[0086] If the on-board controller determines that the rail train is in the position of the diverging switch based on the current position information, and the corresponding trackside signal is in the second state, it means that the current position detected by the detection device is correct; if the on-board controller determines that the rail train is in the reverse position of the diverging switch based on the current position, and the corresponding trackside signal is in the third state, it means that the current position detected by the detection device is correct.

[0087] When it is determined based on the current position information that the rail train is in position and the corresponding trackside signal is in the third state, it means that the position detected by the detection device is wrong. Determine the first distance between the rail train and the corresponding switch tip based on the current position information; extend the position corresponding to the first length from the corresponding switch tip position to the reverse position of the diverging switch as the current position of the rail train to correct the current actual position of the rail train. Based on the state of the trackside signal corresponding to the diverging switch and the current position detected by the detection device, correct the position detected by the detection device to ensure the safe operation of the rail train.

[0088] When it is determined based on the current position information that the rail train is in the reverse position and the corresponding trackside signal is in the second state, it means that the position detected by the detection device is wrong. The second distance between the rail train and the corresponding switch tip is determined based on the current position information; the position corresponding to the second length extending from the corresponding switch tip position to the position of the diverging switch is used as the current position of the rail train to correct the current actual position of the rail train. Based on the state of the trackside signal corresponding to the diverging switch and the current position detected by the detection device, the position detected by the detection device is corrected to ensure the safe operation of the rail train.

[0089] For example, if Figure 7 As shown, Figure 7 It is another structural diagram of a rail train running on a track. The rail train is in the turnout transition zone of a diverging turnout, and the detection device sends the turnout transition zone identifier to the on-board controller. After receiving the turnout transition zone identifier, the on-board controller determines that the rail train is located at the reverse position 1082 of the diverging turnout 108 based on the current position information, and the state of the sixth trackside signal F corresponding to the diverging turnout 108 is the second state, which means that the position detected by the detection device is wrong. The second length of the current distance between the rail train and the turnout tip of the diverging turnout 108 is determined based on the current position information, and the position corresponding to the second length extending from the turnout tip of the diverging turnout 108 to the positioning 1081 is taken as the current position of the rail train.

[0090] When the rail train moves forward and passes through the turnout transition area of ​​the divergent turnout, the current real position of the rail train (at the turnout position or reverse position) can be obtained in real time according to the sensing positioning of the detection device. If the corresponding route is considered to be the real route of the train, the end point of the mobile authorized path is extended according to the single route calculation principle. Otherwise, the temporary route is stored again, and the mobile authorized path end point is returned to recalculate.

[0091] It should be noted that the above method embodiment only introduces and explains the rail train operation control method from the perspective of the interaction between the detection device and the on-board controller. In the above embodiment, the steps performed by the detection device can be independently implemented as a rail train operation control method of the detection device; the steps performed by the on-board controller can be independently implemented as a rail train operation control method of the on-board controller.

[0092] Example 2

[0093] This embodiment provides a rail train (not shown), which includes an onboard controller (not shown) and a detection device (not shown). The onboard controller is connected to the detection device, and the detection device is used to detect the current position of the rail train and the state of the trackside signal;

[0094] In the event of a communication failure in a rail train, the detection device detects the current position of the rail train and the state of the trackside signal in front; the detection device sends the current position information of the rail train and the state information of the trackside signal in front to the on-board controller; the on-board controller receives the current position information and the state information of the trackside signal in front; the on-board controller calculates the authorized movement path of the rail train based on the current position information and the state information of the trackside signal in front; the on-board controller controls the running state of the rail train based on the authorized movement path. For details, please refer to the relevant description in Example 1, which will not be repeated here.

[0095] The embodiment of the present invention further provides a computer-readable storage medium, which stores computer-executable instructions, and the computer-executable instructions can execute the rail train operation control method in any of the above method embodiments. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), a random access memory (RAM), a flash memory, a hard disk (HDD) or a solid-state drive (SSD), etc.; the storage medium can also include a combination of the above types of memories.

[0096] The embodiment of the present invention further provides a computer program product or a computer program, which includes computer instructions, and the computer program instructions are stored in a computer-readable storage medium. The processor (i.e., the onboard controller) of the rail train reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the rail train executes the rail train operation control method of embodiment 1.

[0097] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A rail train operation control method, characterized in that: The rail train includes an onboard controller and a detection device, the onboard controller is connected to the detection device, the detection device is used to detect the current position of the rail train and the state of the trackside signal, and the method includes: In the event of a communication failure in the rail train, the onboard controller receives the current position information of the rail train and the status information of the trackside signal ahead sent by the detection device; The onboard controller calculates the authorized movement path of the rail train based on the current position information and the state information of the trackside signal ahead; The on-board controller controls the running state of the rail train based on the movement authorization path; The state of the trackside signal includes a first state, and the first state is used to indicate that the track train stops running; The onboard controller calculates the authorized movement path of the rail train based on the current position information and the state information of the trackside signal ahead, including: When the state of the front trackside signal is the first state, judging whether the end point of the current route of the rail train corresponds to a protection section based on the current position information; In the case where the end point of the current route does not correspond to a protection section, the end point of the current route is withdrawn to a position corresponding to a first preset distance as the end point of the movement authorization path; In the case where the end point of the current route corresponds to a protection section, judging whether the end point of the current route of the rail train corresponds to a diverging turnout based on the current position information; If the end point of the current route does not correspond to a diverging turnout, it is determined that the end point of the current route corresponds to a protection section, and the end point of the protection section is withdrawn to a position corresponding to a first preset distance as the end point of the movement authorization path; If the end point of the current route corresponds to a diverging switch, it is determined that there are multiple protection sections corresponding to the end point of the current route, and the position corresponding to the second preset distance extended from the starting point of the protection section to the reverse direction of the diverging switch is used as the end point of the authorized movement path; wherein the second preset distance is the difference between the shortest length among the multiple protection sections and the first preset distance.

2. The method according to claim 1, characterized in that The state of the trackside signal includes a second state, the second state is used to indicate that all the turnouts of the branch turnouts in the route associated with the trackside signal are opened to the straight direction; The onboard controller calculates the authorized movement path of the rail train based on the current position information and the state information of the trackside signal ahead, including: When the state of the front trackside signal is the second state and there is no divergent turnout between the front trackside signal and the next trackside signal, judging whether the end point of the route associated with the front trackside signal corresponds to a protection section based on the current position information; In the case that the end point of the associated route does not correspond to a protection section, the end point of the associated route is withdrawn to a position corresponding to a first preset distance as the end point of the movement authorization path.

3. The method according to claim 2, characterized in that The method further comprises: In the case where the end point of the associated route corresponds to a protection section, judging whether the end point of the associated route corresponds to a diverging turnout based on the current position information; If the end point of the associated route does not correspond to a diverging turnout, it is determined that there is a protection section at the end point of the associated route, and the end point of the protection section is withdrawn to a position corresponding to a first preset distance as the end point of the movement authorization path; If the end point of the associated route corresponds to a divergent turnout, it is determined that there are multiple protection sections at the end point of the associated route, and the position corresponding to the second preset distance extended from the starting point of the protection section in the reverse direction of the divergent turnout is used as the end point of the authorized movement path; wherein the second preset distance is the difference between the shortest length among the multiple protection sections and the first preset distance.

4. The method according to claim 2 or 3, characterized in that: The state of the trackside signal includes a third state, and the third state is used to indicate that at least one of the branch turnouts in the route associated with the trackside signal is open to the side; The onboard controller calculates the authorized movement path of the rail train based on the current position information and the state information of the trackside signal ahead, including: When the state of the front trackside signal is the third state and there is a divergent turnout between the front trackside signal and the next trackside signal, determining that the front trackside signal is associated with multiple routes; Based on the current position information, determining the length of the shortest route among the multiple routes associated with the front trackside signal; The position corresponding to the third preset distance extended from the starting point of the route associated with the front trackside signal to the reverse position of the branch turnout is used as the end point of the authorized movement path; wherein the third preset distance is the difference between the length of the shortest route and the first preset distance.

5. The method according to claim 4, characterized in that The method further comprises: When the onboard controller receives the turnout transition zone identifier sent by the detection device, determining the state of the trackside signal corresponding to the current position; In the case where it is determined based on the current position information that the rail train is in position and the corresponding trackside signal is in the third state, a first distance between the rail train and the corresponding switch tip is determined based on the current position information; The position corresponding to the first length extending from the corresponding switch point position to the reverse position of the diverging switch is taken as the current position of the rail train; and / or, In the case where it is determined based on the current position information that the rail train is in the reverse position and the corresponding trackside signal is in the second state, a second distance between the rail train and the corresponding switch tip is determined based on the current position information; A position corresponding to a second length extending from the corresponding switch point position toward the positioning of the diverging switch is taken as the current position of the rail train.

6. A rail train, characterized in that: The rail train comprises an onboard controller and a detection device, wherein the onboard controller is connected to the detection device, and the detection device is used to detect the current position of the rail train and the state of the trackside signal; Wherein, in the event of a communication failure in the rail train, the detection device detects the current position of the rail train and the state of the trackside signal ahead; The detection device sends the current position information of the rail train and the status information of the trackside signal ahead to the on-board controller; The onboard controller receives the current position information and the status information of the trackside signal ahead; The onboard controller calculates the authorized movement path of the rail train based on the current position information and the state information of the trackside signal ahead; The on-board controller controls the running state of the rail train based on the movement authorization path; The state of the trackside signal includes a first state, and the first state is used to indicate that the rail train stops running; the on-board controller calculates the authorized movement path of the rail train based on the current position information and the state information of the front trackside signal, including: When the state of the front trackside signal is the first state, judging whether the end point of the current route of the rail train corresponds to a protection section based on the current position information; In the case where the end point of the current route does not correspond to a protection section, the end point of the current route is withdrawn to a position corresponding to a first preset distance as the end point of the movement authorization path; In the case where the end point of the current route corresponds to a protection section, judging whether the end point of the current route of the rail train corresponds to a diverging turnout based on the current position information; If the end point of the current route does not correspond to a diverging turnout, it is determined that the end point of the current route corresponds to a protection section, and the end point of the protection section is withdrawn to a position corresponding to a first preset distance as the end point of the movement authorization path; If the end point of the current route corresponds to a diverging switch, it is determined that there are multiple protection sections corresponding to the end point of the current route, and the position corresponding to the second preset distance extended from the starting point of the protection section to the reverse direction of the diverging switch is used as the end point of the authorized movement path; wherein the second preset distance is the difference between the shortest length among the multiple protection sections and the first preset distance.

7. A computer-readable storage medium, characterized in that: The device stores a computer program, which is executed by a processor to implement the method according to any one of claims 1 to 5.

8. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed by a processor, the method according to any one of claims 1 to 5 is implemented.

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