Method for calculating train safety envelope, area controller, train and storage medium

Abstract

The present invention discloses a method for calculating a train safety envelope, a zone controller, a train, and a storage medium. The method comprises: determining a current driving mode of a target train; obtaining driving data of the target train and information about a no-pass point ahead of the target train; calculating the original front-end safety envelope and original rear-end safety envelope of the target train based on the driving data, and determining the location of the no-pass point based on the no-pass point information; and obtaining the final front-end safety envelope and final rear-end safety envelope of the target train based on the current driving mode, the original front-end safety envelope, the original rear-end safety envelope, and the location of the no-pass point. This method can improve the accuracy of the safety envelope calculation range.

Description

Technical Field

[0001] The present invention relates to the technical field of trains, and in particular to a method for calculating a train safety envelope, a zone controller, a train, and a storage medium. Background Art

[0002] In urban rail transit, it's necessary to calculate a train's safety envelope to determine its safe position. Specifically, this involves calculating the train's possible safe rear end and possible safe front end. Specifically, onboard equipment acquires current train travel data in real time. Based on preset communication delay time t, measurement error value s, potential regression, and current train travel data (acceleration a, velocity v), the front and rear safety envelopes are calculated. The train's safe position is then determined based on these two envelopes.

[0003] However, the aforementioned safety envelope model does not take into account the differences in the train envelope under different driving modes, and only considers the position of the train itself. It also does not consider the mutual influence between the positions of the train and other vehicles, or the influence of MA (Movement Authority, the end point of movement authorization, and the insurmountable point). As a result, the safety envelope calculation range is too large and inaccurate, which cannot accurately reflect the actual situation of the train and affects train tracking. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a method for calculating a train safety envelope, which can improve the accuracy of the safety envelope calculation range.

[0005] A second objective of the present invention is to provide a zone controller.

[0006] A third object of the present invention is to provide a train.

[0007] A fourth object of the present invention is to provide a computer-readable storage medium.

[0008] In order to solve the above problems, the method for calculating the train safety envelope of the first aspect embodiment of the present invention includes: determining the current driving mode of the target train; obtaining the driving data of the target train and the no-crossing point information ahead of the target train; calculating the original front-end safety envelope and the original rear-end safety envelope of the target train according to the driving data, and determining the no-crossing point position according to the no-crossing point information; obtaining the final front-end safety envelope and the final rear-end safety envelope of the target train according to the current driving mode, the original front-end safety envelope, the original rear-end safety envelope and the no-crossing point position.

[0009] According to the method for calculating the train safety envelope of an embodiment of the present invention, the position of the no-passing point of the target train is taken into consideration along the direction of train travel, and the original front-end safety envelope of the target train is corrected with the position of the no-passing point according to the current driving position of the target train. This can make the calculation range of the safety envelope of the target train more accurate and more accurately reflect the actual situation of the target train.

[0010] In some embodiments, the final front safety envelope and the final rear end safety envelope of the target train are obtained according to the current driving mode, the original front safety envelope, the original rear end safety envelope and the no-crossing point position, including: determining that the current driving mode is a coded train driving mode; determining that the original front safety envelope exceeds the no-crossing point position; calculating the excess length of the original front safety envelope exceeding the no-crossing point position; retracting the front position of the original front safety envelope by the excess length to obtain the final front safety envelope, and using the original rear end safety envelope as the final rear end safety envelope.

[0011] In some embodiments, the no-crossing point position includes at least one of a derailment position, a position with an unknown obstacle, a track end position, a switch four-way position, and a signal position with an unopened signal.

[0012] In some embodiments, determining the position of a no-crossing point based on the no-crossing point information includes: determining that the current driving mode is a manual driving mode; receiving driving information of a preceding train ahead of the target train; obtaining the original rear end safety envelope of the preceding train based on the driving information of the preceding train, and determining the rear end position of the envelope of the original rear end safety envelope of the preceding train as the position of the no-crossing point.

[0013] In some embodiments, the final front safety envelope, the original rear safety envelope and the final rear safety envelope of the target train are obtained according to the current driving mode, the original front safety envelope and the no-crossing point position, including: the original front safety envelope of the target train exceeds the rear end position of the envelope; the maximum front safety envelope and the minimum rear end safety envelope calculated by the on-board controller within a preset time are obtained; the maximum front safety envelope is used as the final front safety envelope, and the minimum rear end safety envelope is used as the final rear end safety envelope.

[0014] In some embodiments, the final front safety envelope and the final rear safety envelope of the target train are obtained according to the current driving mode, the original front safety envelope, the original rear safety envelope and the no-crossing point position, including: determining that the current driving mode is the standby mode; obtaining the maximum front safety envelope and the minimum rear safety envelope calculated by the on-board controller within a preset time; using the maximum front safety envelope as the final front safety envelope, and using the minimum rear safety envelope as the final rear safety envelope.

[0015] In some embodiments, calculating the original front-end safety envelope and the original rear-end safety envelope of the target train according to the driving data includes:

[0016] Original front-end security envelope ;

[0017] Original backend security envelope ;

[0018] Wherein, s is a preset measurement error value, t is a communication delay time for receiving the driving data, v is a driving speed, and a is an acceleration.

[0019] A second aspect of the present invention provides an area controller, comprising: a processor; a memory connected to the processor; wherein a computer program is stored in the memory, and when the processor executes the computer program, the method for calculating the train safety envelope described in the above embodiment is implemented.

[0020] According to an embodiment of the present invention, the regional controller adopts the method for calculating the train safety envelope provided in the above embodiment, considers the position of the no-passing point of the target train along the direction of train travel, and corrects the original front-end safety envelope of the target train based on the position of the no-passing point. This can make the calculation range of the safety envelope of the target train more accurate and more accurately reflect the actual situation of the target train.

[0021] A third aspect of the present invention provides a train, comprising: a train body; an on-board controller arranged on the train body, the on-board controller communicating with the area controller described in the above embodiment, for obtaining driving data and receiving no-crossing point information ahead of the train.

[0022] According to the train of the embodiment of the present invention, the communication between the on-board controller and the zone controller provided by the above embodiment can make the calculation range of the safety envelope of the train more accurate and more accurately reflect the actual situation of the train.

[0023] A fourth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed, implements the method for calculating the train safety envelope described in the above embodiment.

[0024] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0026] Figure 1 is a flow chart of a method for calculating a train safety envelope according to one embodiment of the present invention;

[0027] Figure 2 is a schematic diagram showing that the original front-end safety envelope does not exceed the no-crossing point position in the coded train driving mode according to one embodiment of the present invention;

[0028] Figure 3 is a schematic diagram of a position where the original front-end safety envelope exceeds a no-crossing point in a coded train driving mode according to an embodiment of the present invention;

[0029] Figure 4 It is a schematic diagram of the correction of the original front-end safety envelope exceeding the no-crossing point position envelope in the coded train driving mode according to one embodiment of the present invention;

[0030] Figure 5 is a schematic diagram showing that the original front-end safety envelope does not exceed the rear-end position of the envelope in a manual driving mode according to one embodiment of the present invention;

[0031] Figure 6 is a schematic diagram of a position where the original front-end safety envelope exceeds the rear-end of the envelope in a manual driving mode according to one embodiment of the present invention;

[0032] Figure 7 is a schematic diagram of a correction of an original front-end safety envelope exceeding an envelope rear-end position envelope in a manual driving mode according to one embodiment of the present invention;

[0033] Figure 8 is a schematic diagram of a final safety envelope range of a target train in standby mode according to one embodiment of the present invention;

[0034] Figure 9 is a block diagram of a regional controller according to one embodiment of the present invention;

[0035] Figure 10 2 is a structural block diagram of a train according to an embodiment of the present invention.

[0036] Reference numerals:

[0037] Area controller 10; Train 20;

[0038] Mode determination module 1; information acquisition module 2; calculation module 3; security envelope acquisition module 4;

[0039] Train body 5; on-board controller 6. DETAILED DESCRIPTION

[0040] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0041] In order to solve the above problems, an embodiment of a first aspect of the present invention proposes a method for calculating a train safety envelope, which can improve the accuracy of the safety envelope calculation range.

[0042] Reference below Figure 1 The method for calculating the train safety envelope according to an embodiment of the present invention is described as follows. Figure 1 As shown, the method at least includes steps S1 to S4.

[0043] Step S1, determining the current driving mode of the target train.

[0044] Step S2: Acquire the travel data of the target train and the information of the no-crossing point ahead of the target train.

[0045] Among them, the safety envelope refers to the possible existence range of the train, and the no-crossing point information refers to the information of obstacles that the target train cannot exceed during actual travel.

[0046] In this embodiment, the onboard controller acquires real-time driving data of the target train, such as train-to-ground communication delay, measurement error, potential regression, and the target train's acceleration and speed. Furthermore, the CT (Computer Interlock) subsystem monitors the road conditions ahead of the target train in real time and transmits no-crossing point information to the target train's zone controller in real time, allowing the target train to make adjustments based on the no-crossing point information.

[0047] Step S3: calculating the original front-end safety envelope and the original rear-end safety envelope of the target train according to the driving data, and determining the position of the no-crossing point according to the no-crossing point information.

[0048] Different no-passing point information represents different actual obstacle conditions, such as stationary and moving. Therefore, different no-passing point information corresponds to different no-passing point locations. Furthermore, the calculated range from the original front-end safety envelope to the original rear-end safety envelope is the original safety envelope of the target train.

[0049] Step S4, obtaining the final front safety envelope and final rear safety envelope of the target train according to the current driving mode, the original front safety envelope, the original rear safety envelope and the position of the no-crossing point.

[0050] Specifically, when the safety envelope calculation range of the train exceeds the no-passing point position, it means that the train has collided and derailed, but these situations are unreasonable and should not exist in the actual process of the train. Therefore, the embodiment of the present invention takes into account the current driving mode of the target train and the no-passing point position in front of the target train, and corrects the original front-end safety envelope of the target train through the no-passing point position under different driving modes, and takes the range from the final front-end safety envelope to the final rear-end safety envelope as the actual position of the target train, that is, the range from the final front-end safety envelope to the final rear-end safety envelope is the final safety envelope range of the target train, thereby more accurately reflecting the actual situation of the train in the current driving mode, improving the accuracy of the safety envelope calculation range, and facilitating the adaptive reduction of the safety envelope range according to the actual situation of the train in the current driving mode.

[0051] According to the method for calculating the train safety envelope of an embodiment of the present invention, the position of the no-passing point of the target train is taken into consideration along the direction of train travel, and the original front-end safety envelope of the target train is corrected with the position of the no-passing point according to the current driving position of the target train. This can make the calculation range of the safety envelope of the target train more accurate and more accurately reflect the actual situation of the target train.

[0052] In some embodiments, the current driving mode is determined to be a coded train driving mode. In this driving mode, if it is determined that the original front-end safety envelope exceeds the no-passing point, the excess length of the original front-end safety envelope beyond the no-passing point is calculated, and the front end of the original front-end safety envelope is retracted by the excess length. That is, the front end of the original front-end safety envelope is moved in the opposite direction of travel by the excess length, and the position of the front end of the original front-end safety envelope after the movement is used as the final front-end safety envelope. The original rear-end safety envelope is also used as the final rear-end safety envelope. In this way, the safety envelope range of the target train is narrowed according to the no-passing point, thereby making the response to the actual position of the target train more accurate.

[0053] Specifically, take train B as the target train and train A as the preceding train in front of train B. That is, train A is an insurmountable obstacle for train B. Therefore, considering the actual motion state of train A and the situation that train B is in the coded train driving mode, according to the no-crossing point information such as Figure 2 The original rear end safety envelope and safety margin of train A are used to determine the no-crossing point position MA. Figure 2It can be seen that the original front safety envelope of train B does not exceed the no-passing point position MA. In this case, the original front safety envelope of the target train is the final front safety envelope, and the original rear safety envelope is the final rear safety envelope. The movement authorization of train B is controlled by the area controller so that train B is always before the no-passing point position MA during the actual driving process. In actual circumstances, it is impossible for train B to cross this position. If the calculated original safety envelope range of train B exceeds the no-passing point position MA, that is, the original front safety envelope exceeds the no-passing point position MA, for example Figure 3 As shown, it means that there is an error in the calculated original safety envelope range, and the original safety envelope range is large. In this case, the original front-end safety envelope is corrected according to the no-crossing point position MA, that is, the difference between the front-end position of the original front-end safety envelope and the calculated overlapping length of the original front-end safety envelope and the no-crossing point position MA, that is, the excess length is used as the final front-end safety envelope, that is, the front-end position of the original front-end safety envelope is retracted to the no-crossing point position MA, and the original rear-end safety envelope is the final rear-end safety envelope, as shown in FIG. Figure 4 The figure shows the final safety envelope for Train B after the correction. This adaptively narrows the safety envelope based on the train's actual conditions, more accurately reflecting the train's actual conditions and improving the accuracy of the safety envelope calculation.

[0054] In some embodiments, the no-crossing point location includes at least one of a derailment location, a location with an unidentified obstacle, a track end location, a switch four-way position, and a signal location with an unopened signal. Since the target train is unlikely to cross any of the above no-crossing points during actual operation, if the original safety envelope calculated for the target train exceeds the above no-crossing point locations, it indicates that the envelope value is incorrect. Therefore, the original safety envelope needs to be corrected based on the above no-crossing point locations to accurately determine the actual situation of the train.

[0055] In some embodiments, the current driving mode is determined to be a manual driving mode. In this mode, driving information of a preceding train ahead of a target train is received, and an original rear end safety envelope of the preceding train is obtained based on the driving information of the preceding train. The rear end position of the envelope of the original rear end safety envelope of the preceding train is determined as the location of the no-passing point. Thus, taking into account the fact that the target train is in manual driving mode and the driving information of the preceding train, the rear end position of the envelope is determined as the location of the no-passing point ahead of the target train.

[0056] In some embodiments, in manual driving mode, when the original front-end safety envelope of the target train exceeds the rear-end position of the envelope, the maximum front-end safety envelope and the minimum rear-end safety envelope calculated by the on-board controller within a preset time are obtained, and the maximum front-end safety envelope is used as the final front-end safety envelope, and the minimum rear-end safety envelope is used as the final rear-end safety envelope. That is, the on-board controller calculates the front-end safety envelope and the rear-end safety envelope in real time according to the operating status of the target train, and uses the maximum front-end safety envelope and the minimum rear-end safety envelope within the preset time as the final safety envelope range, so that the actual position of the target train can be accurately reflected to the regional controller.

[0057] Specifically, take Train B as the target train and Train A as the preceding train in front of Train B. That is, Train A is an insurmountable obstacle for Train B. Therefore, considering the actual motion state of Train A, i.e., the driving information, and the fact that Train B is in manual driving mode, the rear end position of the original rear end safety envelope of Train A is used as the no-crossing point. Figure 5 It can be seen that the original front safety envelope of train B does not exceed the rear end position of the envelope. In this case, the original front safety envelope of the target train is the final front safety envelope, and the original rear safety envelope is the final rear safety envelope. Figure 6 The diagram shows the original front safety envelope of train B exceeding the rear end position of the envelope. In this case, since train B cannot possibly cross the rear end position of train A during actual operation, if the calculated original safety envelope range of train B overlaps with the safety envelope range of train A, it means that the original safety envelope range is too large and the position of train B is unreliable. Therefore, the onboard controller calculates the maximum front safety envelope and the minimum rear end safety envelope within the preset time, and uses the maximum front safety envelope as the final front safety envelope, and the minimum rear end safety envelope as the final rear end safety envelope. In this way, the range of the safety envelope is adaptively narrowed according to the actual situation of the train, for example Figure 7 The figure shows the final safety envelope range of Train B after correction, which more accurately reflects the actual situation of the train and improves the accuracy of the safety envelope calculation range.

[0058] In some embodiments, when it is determined that the current driving mode is the standby mode, the maximum front safety envelope and the minimum rear safety envelope calculated by the vehicle controller within a preset time are obtained, the maximum front safety envelope is used as the final front safety envelope, and the minimum rear safety envelope is used as the final rear safety envelope, for example Figure 8 Shown is the final safety envelope of the target train in standby mode.

[0059] In some embodiments, the original front-end safety envelope and the original rear-end safety envelope of the target train may be calculated using the following formulas.

[0060] Original front-end security envelope ;

[0061] Original backend security envelope ;

[0062] Where s is the preset measurement error value, t is the communication delay time for receiving driving data, v is the driving speed, and a is the acceleration.

[0063] In summary, the method for calculating a train safety envelope according to an embodiment of the present invention uses a modified train safety envelope algorithm based on external factors such as the onboard controller, the CI subsystem, and internal interference such as the zone controller. Furthermore, it provides solutions for calculating train envelopes in different driving modes. Specifically, after the train that registers first in the zone controller (i.e., the target train) calculates its original safety envelope, a no-crossing point is provided for the subsequent train (i.e., the target train) to prevent rear-end collisions. The CI subsystem also provides obstacles caused by switches. These no-crossing points and obstacles are used as no-crossing points (MA) to modify the original safety envelope of the train in the coded train driving mode. For trains in the manual driving mode, the original safety envelope of the preceding train is also determined to determine whether there is overlap. If there is overlap, the target train's position is unreliable, and its original safety envelope is modified based on the target train's operating conditions. The final safety envelope of the target train in the standby mode is directly derived from data sent by the onboard controller of the target train, effectively reducing redundant envelopes in the algorithm. Therefore, the embodiment of the present invention comprehensively considers the driving mode of the target train, the influence of the position between the target train and other vehicles, and the influence of the obstacle points, and corrects the original safety envelope range of the target train. This can more accurately reflect the actual situation of the train, improve the accuracy of the safety envelope calculation range, and facilitate adaptively narrowing the range of the safety envelope according to the actual situation of the train.

[0064] A second aspect of the present invention provides a regional controller, such as Figure 9 As shown, the zone controller 10 includes a processor 1 and a memory 2 connected to the processor 1 .

[0065] The memory 2 stores a computer program, and when the processor 1 executes the computer program, the method for calculating the train safety envelope provided in the above embodiment is implemented.

[0066] It should be noted that the specific implementation method of the regional controller 10 in the embodiment of the present invention is similar to the specific implementation method of the method for calculating the train safety envelope in any of the above-mentioned embodiments of the present invention. For details, please refer to the description of the method part. In order to reduce redundancy, it will not be repeated here.

[0067] According to the regional controller 10 of the embodiment of the present invention, by adopting the method for calculating the train safety envelope provided in the above embodiment, the position of the no-passing point of the target train is taken into account along the direction of train travel, and the original front-end safety envelope of the target train is adjusted based on the position of the no-passing point. This can make the calculation range of the safety envelope of the target train more accurate and more accurately reflect the actual situation of the target train.

[0068] A third aspect of the present invention provides a train, such as Figure 10 As shown, the train 20 includes a train body 5 and an on-board controller 6 arranged on the train body 5.

[0069] Among them, the on-board controller 6 is used to obtain driving data and receive information on no-crossing points ahead of the train; the regional controller 10 is communicated with the on-board controller 6 and is used to execute the method for calculating the train safety envelope provided in the above embodiment.

[0070] It should be noted that the specific implementation method of the regional controller 10 in the embodiment of the present invention is similar to the specific implementation method of the method for calculating the train safety envelope in any of the above-mentioned embodiments of the present invention. For details, please refer to the description of the method part. In order to reduce redundancy, it will not be repeated here.

[0071] According to the train 20 of the embodiment of the present invention, the onboard controller 6 communicates with the regional controller 10 provided in the above embodiment, so that the safety envelope calculation range of the train can be more accurate and more accurately reflect the actual situation of the train.

[0072] A fourth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed, the method for calculating the train safety envelope provided in the above embodiment is implemented.

[0073] In the description of this specification, any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present invention includes additional implementations in which functions may be performed in a different order than shown or discussed, including performing functions in a substantially simultaneous manner or in a reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present invention belong.

[0074] The logic and / or steps represented in a flowchart or otherwise described herein, for example, can be considered a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" is any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (not exhaustive) of computer-readable media include: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and a portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0075] It should be understood that various components of the present invention may be implemented using hardware, software, firmware, or a combination thereof. In the aforementioned embodiments, multiple steps or methods may be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any of the following technologies known in the art, or a combination thereof, may be used: a discrete logic circuit having logic gates for implementing logic functions on data signals, an application-specific integrated circuit having suitable combinational logic gates, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0076] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0077] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing module, or each unit may exist physically separately, or two or more units may be integrated into a single module. The aforementioned integrated modules may be implemented in the form of hardware or in the form of software functional modules. If the integrated modules are implemented in the form of software functional modules and sold or used as independent products, they may also be stored in a computer-readable storage medium.

[0078] The storage medium mentioned above may be a read-only memory, a magnetic disk, or an optical disk, etc. Although the embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and are not to be construed as limiting the present invention. Persons skilled in the art may make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0079] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0080] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A method for calculating a train safety envelope, characterized in that: include: determining the current driving mode of the target train; Acquiring the travel data of the target train and the information of the no-crossing point ahead of the target train; Calculating an original front-end safety envelope and an original rear-end safety envelope of the target train according to the driving data, and determining a no-crossing point position according to the no-crossing point information; Obtaining a final front-end safety envelope and a final rear-end safety envelope of the target train according to the current driving mode, the original front-end safety envelope, the original rear-end safety envelope, and the position of the no-crossing point; The method of obtaining the final front-end safety envelope and the final rear-end safety envelope of the target train according to the current driving mode, the original front-end safety envelope, the original rear-end safety envelope, and the position of the no-crossing point includes: Determining that the current driving mode is a coded train driving mode; Determining that the original front-end safety envelope exceeds the no-crossing point; Calculating the excess length of the original front-end safety envelope beyond the no-crossing point; The front end position of the original front end safety envelope is retracted by the excess length to obtain the final front end safety envelope, and the original rear end safety envelope is used as the final rear end safety envelope.

2. The method for calculating the train safety envelope according to claim 1, characterized in that: The no-crossing point position includes at least one of a derailment position, a position with an unknown obstacle, a track end position, a switch four-way position, and a signal position where the signal is not open.

3. The method for calculating the train safety envelope according to claim 1, characterized in that: Determining the location of the no-travel point according to the no-travel point information includes: Determining that the current driving mode is a manual driving mode; receiving travel information of a preceding train traveling ahead of the target train; The original rear end safety envelope of the preceding train is obtained according to the travel information of the preceding train, and the rear end position of the envelope of the original rear end safety envelope of the preceding train is determined as the no-crossing point position.

4. The method for calculating the train safety envelope according to claim 3, characterized in that: Obtaining a final front-end safety envelope and a final rear-end safety envelope of the target train according to the current driving mode, the original front-end safety envelope, the original rear-end safety envelope, and the position of the no-crossing point, including: The original front end safety envelope of the target train exceeds the rear end position of the envelope; Obtain the maximum front-end safety envelope and the minimum rear-end safety envelope calculated by the on-board controller within a preset time; The maximum front-end safety envelope is used as the final front-end safety envelope, and the minimum rear-end safety envelope is used as the final rear-end safety envelope.

5. The method for calculating the train safety envelope according to claim 1, characterized in that: Obtaining a final front-end safety envelope and a final rear-end safety envelope of the target train according to the current driving mode, the original front-end safety envelope, the original rear-end safety envelope, and the position of the no-crossing point, including: Determining that the current driving mode is a standby mode; Obtain the maximum front-end safety envelope and the minimum rear-end safety envelope calculated by the on-board controller within a preset time; The maximum front-end safety envelope is used as the final front-end safety envelope, and the minimum rear-end safety envelope is used as the final rear-end safety envelope.

6. The method for calculating a train safety envelope according to any one of claims 1 to 5, characterized in that: Calculating an original front-end safety envelope and an original rear-end safety envelope of the target train according to the travel data includes: Original front-end safety envelope psb_head1 = s + vt + 1 / 2at²; Original back-end safety envelope psb_tail1 = s + potential regression amount; Wherein, s is a preset measurement error value, t is a communication delay time for receiving the driving data, v is a driving speed, and a is an acceleration.

7. A zone controller, characterized in that: include: processor; a memory connected to the processor; Wherein, a computer program is stored in the memory, and when the processor executes the computer program, the method for calculating the train safety envelope according to any one of claims 1 to 6 is implemented.

8. A train, characterized in that: include: train body; An onboard controller is arranged on the train body, and the onboard controller communicates with the area controller according to claim 7, and is used to obtain driving data and receive no-crossing point information ahead of the train.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed, the method for calculating the train safety envelope according to any one of claims 1 to 6 is implemented.

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