Train entry and exit station control method for rail transit and storage medium

Abstract

The application provides a train entry and exit station control method and storage medium for rail transit, and comprises the following steps: acquiring path planning information of a train; determining a target route according to the path planning information, wherein the target route comprises a common route and a protection route; when the target route meets route handling conditions, assigning the target route to the train, and simultaneously locking the common route and the protection route. When the target route meets the route handling conditions, the target route is assigned to the train, so that the train enters the target route, and after the train enters the target route, the target route is locked, so that the common route and the protection route are controlled by the same locking control logic, synchronous locking is realized, and the function and logic of the interlocking system are simpler, resources are saved, and the processing efficiency of the interlocking system is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, and in particular to a train entry and exit station control method for rail transit and a storage medium. BACKGROUND

[0002] The inventor finds that in the related art, in order to prevent train from entering station, a safety protection distance is added at the end of the entry route, which is the protection section of the entry route. The protection section is locked with the entry route to prevent other trains from entering, and the switch in the protection section is turned to the position required by the train to run in advance with the establishment of the entry route.

[0003] However, the additional protection section outside the entry route makes the function and logic of the interlocking system more complex, causing resource waste. SUMMARY

[0004] The present application aims to at least solve one of the technical problems in the prior art.

[0005] To this end, one object of the present application is to provide a train entry and exit station control method for rail transit. The method determines a target entry route according to path planning information of a train, assigns the target entry route to the train when the target entry route meets entry route handling conditions, so that the train enters the target entry route, and locks the target entry route after the train enters the target entry route. The ordinary entry route and the protection entry route are controlled by the same locking control logic, and synchronous locking is realized, so that the function and logic of the interlocking system are simpler, the processing efficiency of the interlocking system is improved while saving resources.

[0006] To this end, a second object of the present application is to provide a control device for rail transit.

[0007] To this end, a third object of the present application is to provide a computer readable storage medium.

[0008] In order to achieve the above-mentioned objects, an embodiment of the first aspect of the present application provides a train entry and exit station control method for rail transit, comprising: obtaining path planning information of a train; determining a target entry route according to the path planning information, the target entry route comprising an ordinary entry route and a protection entry route; when the target entry route meets entry route handling conditions, assigning the target entry route to the train and locking the ordinary entry route and the protection entry route at the same time.

[0009] The train entry and exit control method for rail transit according to the embodiment of the present application, by acquiring the path planning information of the train, determining the target route according to the path planning information, and assigning the target route to the train when the target route meets the route handling condition, so as to make the train enter the target route when the target route is opened, and lock the target route after the train enters the target route, thus making the common route and the protection route controlled by the same locking control logic, realizing synchronous locking, thus making the function and logic of the interlocking system simpler, saving resources while improving the processing efficiency of the interlocking system.

[0010] In some embodiments, after the train enters the target route, the method further comprises: determining the current position of the train; if the current position is in the protection route, continuously locking the protection route, otherwise, unlocking the protection route; if the current position is in the common route, unlocking the protection route and continuously locking the common route until the train exits the common route.

[0011] In some embodiments, the determination of the current position of the train comprises: acquiring a first value of a first route timer corresponding to the protection route; if the first value is 1, determining that the current position is in the protection route; if the first value is 0, determining that the train has exited the protection route.

[0012] In some embodiments, the determination of the current position of the train further comprises: acquiring a second value of a second route timer corresponding to the common route; if the second value is 1, determining that the current position is in the common route; if the second value is 0, determining that the train has exited the common route.

[0013] In some embodiments, the determination of the current position of the train comprises: identifying a position marker of the current position; if the position marker is a first preset marker corresponding to the common route, determining that the current position is in the common route; if the position marker is a second preset marker corresponding to the protection route, determining that the current position is in the protection route.

[0014] In some embodiments, the path planning information comprises: a feature position point set composed of a plurality of feature position points covered by the travel path of the train; a plurality of target feature position points are pre-distributed on the common route and the protection route, and the plurality of target feature position points correspond to the matching of the feature position point set.

[0015] In some embodiments, the length of the common route is pre-set.

[0016] In some embodiments, the length of the protection route is determined according to at least one of a running speed of the train, a reaction time of a train control center, and a braking distance of the train.

[0017] To achieve the above object, an embodiment of a third aspect of the present application provides a non-transitory computer readable storage medium, wherein the computer readable storage medium has stored thereon a train entry and exit station control program, and the train entry and exit station control program, when executed by a processor, implements the train entry and exit station control method for rail transit as described in the above embodiments.

[0018] To achieve the above object, an embodiment of a third aspect of the present application provides a non-transitory computer readable storage medium, wherein the computer readable storage medium has stored thereon a train entry and exit station control program, and the train entry and exit station control program, when executed by a processor, implements the train entry and exit station control method for rail transit as described in the above embodiments.

[0019] Additional aspects and advantages of the present application will be made apparent from the following description of embodiments, which proceeds with reference to the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0020] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood from the following description, taken in conjunction with the accompanying drawings, in which:

[0021] Figure 1 is a flowchart of a train entry and exit station control method for rail transit according to an embodiment of the present application;

[0022] Figure 2 is a structural schematic diagram of a general route and a protection route according to an embodiment of the present application;

[0023] Figure 3 is a route control flowchart after a train enters a target route according to an embodiment of the present application;

[0024] Figure 4 is a flowchart of a train entry and exit station control method for rail transit according to a specific embodiment of the present application;

[0025] Figure 5 is a block diagram of a train entry and exit station control system for rail transit according to an embodiment of the present application. DETAILED DESCRIPTION

[0026] Embodiments of the present application are described in detail below with reference to the accompanying drawings. The embodiments described with reference to the accompanying drawings are exemplary, and embodiments of the present application are described in detail below.

[0027] In an embodiment, the emergence of rail transit effectively relieves traffic congestion and travel problems, and the safety and timeliness of the rail transit control system are highly valued in the implementation of projects in the industry. Currently, in the implementation process of rail transit projects, the operation control of trains highly depends on the real-time control and response of trackside equipment such as signals, switches, protection sections, etc.

[0028] In rail transit projects, the route handling of trains during operation is centralized in the interlocking system function. The interlocking system timely turns on the switches, protection sections, signals, etc. in the running line according to the real-time position of the train monitored, and locks them in place to prevent accidents during train operation. Among them, the protection section is a protection extension area added to the route after the signal to prevent the train from entering the next switch area when the signal is red due to system or vehicle failure, etc. To prevent the train from advancing, for example, when a route is authorized and the next route is not authorized, if the train does not stop in time and accurately in the current authorized route, and enters the next route, if the protection switch of the next route is not turned on in place or other trains in the next route have not left, a traffic accident will occur. Therefore, a safety protection distance is added at the end of the route, which is the protection route of the ordinary route. The protection route is locked with the locking of the ordinary route, and is used to prevent other trains from entering, and the switches in the protection route are turned on to the position required for train travel in advance with the establishment of the route.

[0029] In current rail transit projects, when handling and authorizing the route for the train, a protection route is added to each route. The ordinary route and the protection route are configured and queried in the interlocking table. When the running train meets the conditions for ordinary route handling, the train control center executes the ordinary route handling logic, and at the same time, queries the interlocking table to obtain the protection route corresponding to the ordinary route, and controls the protection route corresponding to the ordinary route and the switches contained therein to the expected position and locks them. After the train leaves the ordinary route and the corresponding protection route, the ordinary route, the protection route, and the switches contained in the protection route are controlled accordingly by judging whether the route counter is 0. Therefore, when allocating a route for a train, separate management logic is also needed for the protection route, thereby increasing the complexity of the interlocking system function and logic and reducing the efficiency of the train control center in handling the route. Based on this, the train entry and exit station control method for rail transit of the embodiment of the present application processes the ordinary route and the protection route according to a unified handling logic, realizes synchronous locking, makes the function and logic of the interlocking system simpler, saves resources, and improves the processing efficiency of the interlocking system.

[0030] The train entry and exit station control method for rail transit according to the embodiment of the present application is described below.

[0031] Reference is made below to Figures 1-4 The train entry and exit station control method for rail transit according to the embodiment of the present application is described below. Figure 1 As shown in the figure, the train entry and exit station control method for rail transit according to the embodiment of the present application comprises at least steps S1-S3.

[0032] In step S1, the path planning information of the train is acquired.

[0033] In the embodiment, the path planning information of the train is generated in the VCS (Vehicle Control System, train control center) when the train operation plan is established. Specifically, the path planning information of the train is acquired before the train runs, so that the train control center controls the operation of the train according to the path planning information of the train.

[0034] In step S2, the target route is determined according to the path planning information, and the target route comprises a normal route and a protection route.

[0035] In the embodiment, after the path planning information of the train is acquired, the train control center matches the path planning information with the characteristic information of different routes, so as to determine the target route corresponding to the path planning information.

[0036] Specifically, the target route comprises a normal route and a protection route, the normal route is used to protect the switches before the entry station in the operation line, and the protection route is used to protect the section within a protection distance after the train stopping point and the switches contained therein, which generally refers to the switches at the exit station. As Figure 2 shown in the figure, the structure diagram of the normal route and the protection route according to one embodiment of the present application. The normal route is used to protect all the switches contained in the task path of the train operation, wherein the starting point of the task path is the point located at a distance behind the actual operation starting point in the reverse direction of the operation direction, for example, the point c is the actual operation starting point, for example, the point a, and the distance between the point c and the point a can be determined according to the length of the train body and other factors; the end point of the task path is the point located at a distance in front of the actual operation end point in the operation direction, for example, the point d is the actual operation end point, for example, the point b, and the distance between the point b and the point d is determined according to the position of the line switch, the length of the platform and other comprehensive factors, if the section between the actual operation end point b and the task path end point d contains a switch, the route allocated for the switch is defined as the protection route; if there is no switch in the section between the actual operation end point b and the task path end point d, no route is allocated in the preceding section, so there is no protection route.

[0037] Step S3, when the target route meets the route handling condition, the target route is assigned to the train, and the normal route and the protection route are closed at the same time.

[0038] In the embodiment, after the target route is determined, if the target route meets the route handling condition, the target route is assigned to the train, so as to ensure that when the train enters the trigger section of the route where the entry turnout is located, the train control center will handle the entry normal route and the protection route behind the stopping point and the exit turnout at the same time in advance, so that when the target route is opened, the train enters the target route. Wherein, the target route is assigned to the train, that is, the target route is opened for the train, and after the train enters the target route, the target route is closed to avoid other trains from entering.

[0039] It can be understood that the normal route and the protection route are controlled by the same locking logic to realize synchronous locking, that is, the handling logic of the normal route and the protection route is the same, and the protection route does not need to be managed separately, which greatly simplifies the logic of the code, makes the function and logic of the CI (Computer Interlocking) more simple, and improves the processing efficiency of the interlocking.

[0040] According to the train entry and exit station control method for rail transit provided in the embodiments of the present application, the path planning information of the train is acquired, the target route is determined according to the path planning information, and when the target route meets the route handling condition, the target route is assigned to the train, so that when the target route is opened, the train enters the target route, and after the train enters the target route, the target route is closed, so that the normal route and the protection route are controlled by the same locking control logic to realize synchronous locking, so that the function and logic of the interlocking system are more simple, the processing efficiency of the interlocking system is improved while the resources are saved.

[0041] In some embodiments, after the train enters the target route, the method further comprises: determining the current position of the train; if the current position is in the protection route, the protection route is continuously closed, otherwise, the protection route is unlocked; if the current position is in the normal route, the protection route is unlocked, and the normal route is continuously closed until the train exits the normal route.

[0042] In the embodiment, after determining that the train enters the target route, the current position of the train is determined. When the current position of the train is in the protection route, the protection route is continuously locked to prevent other trains from entering the protection route to cause train collision accidents. Otherwise, the protection route is unlocked. After the protection route is unlocked, other trains on the line can normally use and allocate the protection route, thereby increasing the use rate of the protection route. If the current position is in the general route, that is, the protection route is idle, the protection route is directly unlocked, and the general route is continuously locked until the train exits the general route. It can be understood that the unlocking of the protection route and the unlocking of the general route have the same logic, except that the triggering conditions are different. The triggering condition of the general route is that the train exits the general route, that is, exits the route. The unlocking condition of the protection route is that the train stops in the station. In other words, by determining the current position of the train, when unlocking, the type field of the route is used to distinguish whether the route should be unlocked and released. In the case that the train fails to stop in time, the protection section switch is not moved to the position or the protection section is occupied, the train flow efficiency is improved.

[0043] Reference will now be made to Figure 3 The process of the train entering the target route according to the embodiment of the present application is described. As shown in Figure 3 FIG. 1 is a route control flowchart of the train entering the target route according to an embodiment of the present application.

[0044] In step S11, it is listened that the train enters the target route.

[0045] In step S12, it is judged whether the target route is allocated to the train. If yes, step S13 is executed, and if no, step S16 is executed.

[0046] In step S13, it is judged whether the current position of the train is in the protection route. If yes, step S17 is executed, and if no, step S14 is executed.

[0047] In step S14, it is judged whether the current position of the train is in the general route. If yes, step S15 is executed, and if no, the judgment is continued.

[0048] In step S15, the protection route is unlocked, and the general route is continuously locked until the train exits the general route.

[0049] In step S16, the process is ended.

[0050] In step S17, the protection route is continuously locked.

[0051] In some embodiments, determining the current position of the train comprises: obtaining a first value of a first route timer corresponding to the protection route; if the first value is 1, determining that the current position is within the protection route; if the first value is 0, determining that the train has exited the protection route.

[0052] In an embodiment, determining the current position of the train can be achieved by judging a first value of a first route timer of the protection route. The first route timer is incremented by 1 each time a train is assigned to the route, and is decremented by 1 when the train exits the route. Thus, if the first value is 1, it is determined that the current position of the train is within the protection route; if the first value is 0, it is determined that the train has exited the protection route. By obtaining the first value of the first route timer, the train can be accurately determined to be within or outside the protection route. It is understood that the current position of the train is obtained by real-time detection.

[0053] In some embodiments, determining the current position of the train further comprises: obtaining a second value of a second route timer corresponding to the ordinary route; if the second value is 1, determining that the current position is within the ordinary route; if the second value is 0, determining that the train has exited the ordinary route.

[0054] In an embodiment, determining the current position of the train can be achieved by judging a second value of a second route timer of the ordinary route. The second route timer is incremented by 1 each time a train is assigned to the route, and is decremented by 1 when the train exits the route. Thus, if the second value is 1, it is determined that the current position of the train is within the ordinary route; if the second value is 0, it is determined that the train has exited the ordinary route. By obtaining the second value of the second route timer, the train can be accurately determined to be within or outside the ordinary route.

[0055] In some embodiments, determining the current position of the train comprises: identifying a position marker of the current position; if the position marker is a first preset marker corresponding to the ordinary route, determining that the current position is within the ordinary route; if the position marker is a second preset marker corresponding to the protection route, determining that the current position is within the protection route. In other words, the concept of a separate protection route is removed, and the protection route and the ordinary route are unified into the route handling logic. By adding a field indicating whether the route is an ordinary route or a protection route, the two types of routes can be distinguished, and the two types of routes can be handled and assigned under different conditions. At the same time, the processing logic of the code is simplified, and a unified route handling logic is used to handle and authorize the routes of the running train, thereby improving the processing efficiency and correctness of the system.

[0056] In an embodiment, when determining the current position of the train, the current position of the train can be determined by identifying the position marker of the current position. For example, if the position marker of the current position of the train is a common route type field, which corresponds to the first preset marker of the common route, it is determined that the current position of the train is in the common route. If the position marker of the current position of the train is a protection route type field, which corresponds to the position marker of the protection route, it is determined that the current position of the train is in the protection route. The route in which the train is located is accurately determined by identifying the position marker of the current position.

[0057] In some embodiments, the path planning information includes a feature position point set composed of a plurality of feature position points covered by the driving path of the train; and a plurality of target feature position points are pre-distributed on the common route and the protection route, and the plurality of target feature points correspond to the matching of the feature position point set.

[0058] In an embodiment, the path planning information includes a feature position point set of an interval of a distance of a protection route segment extending from a departure position start position to a current task parking point. When the train runs to a trigger section of any route, the train control center matches the feature position point set in the current driving path of the train with the plurality of target feature position points pre-distributed on the common route and the protection route. When the target feature position point of the route is contained in the feature position point set in the path planning information and meets the target route handling condition, the route is opened for the train.

[0059] In some embodiments, the length of the common route is pre-set. Specifically, as shown in Figure 2 , it is a structure diagram of the common route and the protection route of an embodiment of the present application. By pre-setting the length of the common route, the current position of the train can be determined according to the preset marker.

[0060] In some embodiments, as shown in Figure 2 , the length of the protection route is determined according to at least one of the running speed of the train, the reaction time of the train control center, and the braking distance of the train. Specifically, the length of the protection route is determined according to at least one of the running speed of the train, the reaction time of the train control center, and the braking distance of the train, so that the length of the protection route can meet the protection of the train, so as to ensure the safety of train operation and prevent train operation accidents.

[0061] The train entry and exit station control method for rail transit according to an embodiment of the present application will be described in detail below, as shown in Figure 4 , it is a flowchart of the train entry and exit station control method for rail transit according to an embodiment of the present application. Figure 4

[0062] Step S21, listen to the real-time position of the train. ​

[0063] Step S22, it is judged whether the route handling is performed, if not, step S23 is executed, if yes, step S26 is executed.

[0064] Step S23, it is judged whether the route handling condition is met by the wayside device, if yes, step S24 is executed, if not, step S33 is executed.

[0065] Step S24, it is judged whether the current route planning information contains the switch key point of the current route, if yes, step S25 is executed, if not, step S33 is executed.

[0066] Step S25, the target route is assigned to the train.

[0067] Step S26, it is judged whether the target route is open, if yes, step S27 is executed, if not, step S34 is executed.

[0068] Step S27, the train enters the target route.

[0069] Step S28, it is judged whether the target route meets the route clearance, if yes, step S29 is executed, if not, step S35 is executed.

[0070] Step S29, the train clears the target route.

[0071] Step S30, it is judged whether the route timer is 0, if yes, step S31 is executed, if not, step S35 is executed.

[0072] Step S31, the route is unlocked.

[0073] Step S32, the process is ended.

[0074] Step S33, the target route is not assigned to the train.

[0075] Step S34, the route authorization is sent to the train.

[0076] Step S35, the locking is continued.

[0077] According to the train station entering and leaving control method for rail transit, the path planning information of the train is acquired, the target route is determined according to the path planning information, the target route is assigned to the train when the target route meets the route handling condition, the train enters the target route when the target route is open, and the target route is locked after the train enters the target route, so that the common route and the protection route are controlled by the same locking control logic, the synchronous locking is realized, the function and the logic of the interlocking system are simpler, the processing efficiency of the interlocking system is improved while the resources are saved.

[0078] The following will be described with reference to Figure 5The second aspect of the present application is to provide a train entry and exit control system for rail transit.

[0079] Figure 5 Fig. 1 is a block diagram of a train entry and exit control system for rail transit according to an embodiment of the present application. Figure 5 The train entry and exit control system 2 for rail transit according to the embodiment of the present application comprises an acquisition module 20, a processing module 21 and a control module 22. The acquisition module 20 is configured to acquire path planning information of a train. The processing module 21 is configured to determine a target route according to the path planning information, wherein the target route comprises a normal route and a protection route, and the route handling processes of the normal route and the protection route are synchronized. The control module 22 is configured to assign the target route to the train and simultaneously lock the normal route and the protection route when the target route meets route handling conditions.

[0080] The train entry and exit control system 2 for rail transit according to the embodiment of the present application acquires path planning information of a train, determines a target route according to the path planning information, and assigns the target route to the train when the target route meets route handling conditions, so that the train enters the target route when the target route is open, and the target route is locked after the train enters the target route, thereby synchronously locking the normal route and the protection route by the same locking control logic, simplifying the function and logic of the interlocking system, saving resources, and improving the processing efficiency of the interlocking system.

[0081] In some embodiments, the control module 22 is further configured to determine a current position of the train, continuously lock the protection route if the current position is in the protection route, and unlock the protection route if the current position is not in the protection route. The control module 22 is further configured to unlock the protection route and continuously lock the normal route if the current position is in the normal route, and unlock the normal route if the current position is not in the normal route.

[0082] In some embodiments, the control module 22 is further configured to acquire a first value of a first route timer corresponding to the protection route, determine that the current position is in the protection route if the first value is 1, and determine that the train has exited the protection route if the first value is 0.

[0083] In some embodiments, the control module 22 is further configured to acquire a second value of a second route timer corresponding to the normal route, determine that the current position is in the normal route if the second value is 1, and determine that the train has exited the normal route if the second value is 0.

[0084] In some embodiments, the control module 22 is further configured to identify a position marker of the current position; if the position marker is a first preset marker corresponding to a normal route, determine that the current position is in the normal route; and if the position marker is a second preset marker corresponding to a protection route, determine that the current position is in the protection route.

[0085] In some embodiments, the path planning information comprises a feature position point set composed of a plurality of feature position points covered by a travel path of the train; and a plurality of target feature position points are pre-distributed on the normal route and the protection route, and the plurality of target feature position points correspond to the feature position point set.

[0086] In some embodiments, the length of the normal route is pre-set.

[0087] In some embodiments, the length of the protection route is determined according to at least one of a running speed of the train, a reaction time of the train control center, and a braking distance of the train.

[0088] It should be noted that the specific implementation of the train entry and exit station control system 2 for rail transit according to the embodiments of the present application is similar to the specific implementation of the train entry and exit station control method for rail transit according to any of the above embodiments of the present application, and specific details are described in the method section. In order to reduce redundancy, it will not be described here.

[0089] According to the train entry and exit station control system 2 for rail transit according to the embodiments of the present application, the path planning information of the train is obtained, the target route is determined according to the path planning information, and the target route is assigned to the train when the target route meets the route handling conditions, so that the train enters the target route when the target route is opened, and the target route is locked after the train enters the target route. Thus, the normal route and the protection route are controlled by the same locking control logic, and synchronous locking is achieved, so that the function and logic of the interlocking system are simpler, resources are saved, and the processing efficiency of the interlocking system is improved.

[0090] The control device for rail transit according to the third aspect of the present application is described below, which comprises a processor, a memory, and a train entry and exit station control program stored on the memory and executable on the processor. When the train entry and exit station control program is executed by the processor, the train entry and exit station control method for rail transit according to the above embodiments is implemented.

[0091] The non-transitory computer readable storage medium according to the fourth aspect of the present application is described below, which stores a train entry and exit station control program. When the train entry and exit station control program is executed by the processor, the train entry and exit station control method for rail transit according to the above embodiments is implemented.

[0092] In the description of the specification, reference to "one embodiment", "some embodiments", "an exemplary embodiment", "an example", "a specific example", or "some examples" means that a particular feature, structure, material, or characteristic being described is included in at least one embodiment or example of the application. The appearances of the phrases "in one embodiment", "in some embodiments", "in an exemplary embodiment", "an example", "a specific example", or "some examples" in various places in the specification are not necessarily referring to the same embodiment or example.

[0093] While embodiments of the application have been shown and described, it is to be understood that the application is not limited to these embodiments. Rather, it is the intention that modifications, changes, substitutions, and variations be made to the embodiments disclosed herein without departing from the spirit and scope of the application, which is defined solely by the claims and their equivalents.

Claims

1. A train entry and exit control method for rail transit, characterized in that, The method comprises the following steps: acquiring path planning information of a train, the path planning information comprising: an interval of a distance of a train from a departure location to a current task stopping point extending a protection route section, establishing a feature location point set of the current task, when the train runs to a trigger section of any route, a train control center matches the feature location point set in the current driving path of the train with a plurality of target feature location points pre-distributed on a general route and a protection route, when the target feature location point of the route is contained in the feature location point set in the path planning information and meets a target route handling condition, the route is opened to the train, wherein the target route comprises the general route and the protection route; determining a target route according to the path planning information; when the target route meets a route handling condition, assigning the target route to the train and simultaneously locking the general route and the protection route; after the train enters the target route, comprising: determining a current position of the train; if the current position is in the protection route, continuously locking the protection route, otherwise, unlocking the protection route; if the current position is in the general route, unlocking the protection route and continuously locking the general route until the train exits the general route.

2. The train entry and exit control method for rail transit according to claim 1, characterized in that, The determination of the current position of the train comprises: acquiring a first value of a first route timer corresponding to the protection route; if the first value is 1, determining that the current position is in the protection route; if the first value is 0, determining that the train has exited the protection route.

3. The train entry and exit control method for rail transit according to claim 1 or 2, characterized in that, The determination of the current position of the train further comprises: acquiring a second value of a second route timer corresponding to the general route; if the second value is 1, determining that the current position is in the general route; if the second value is 0, determining that the train has exited the general route.

4. The train entry and exit control method for rail transit according to claim 1, characterized in that, The determination of the current position of the train comprises: identifying a position marker of the current position; if the position marker is a first preset marker corresponding to the general route, determining that the current position is in the general route; if the position marker is a second preset marker corresponding to the protection route, determining that the current position is in the protection route.

5. The train entry and exit control method for rail transit according to claim 1, characterized in that, The path planning information comprises a feature location point set composed of a plurality of feature location points covered by a driving path of the train; a plurality of target feature location points are pre-distributed on the general route and the protection route, and the plurality of target feature location points correspond to matching with the feature location point set.

6. The train entry and exit control method for rail transit according to claim 1, characterized in that, The length of the general route is pre-set.

7. The train entry and exit control method for rail transit according to claim 1, characterized in that, The length of the protection route is determined according to at least one of the running speed of the train, the reaction time of the train control center and the braking distance of the train.

8. A control device for rail transport, characterized in that comprising: a processor, a memory and a train station control program stored on the memory and executable on the processor, when the train station control program is executed by the processor, the train station control program implements the train station control method for rail transit according to any one of claims 1-7.

9. A non-transitory computer-readable storage medium, comprising: The computer readable storage medium stores a train entry and exit control program, and the train entry and exit control program, when executed by the processor, implements the train entry and exit control method for rail transit according to any one of claims 1-7.

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