Train face-to-face coupling method, equipment and medium based on reverse restriction points

Abstract

The present invention relates to a method, device and medium for face-to-face coupling of trains based on reverse restriction points. The method bypasses the restriction of reverse restriction points during face-to-face coupling, so that the coupling train can autonomously drive to the coupled train for coupling, and finally complete the face-to-face coupling, while ensuring the safety protection of the train by the reverse restriction points, wherein the coupling train is the train that actively couples, and the coupled train is the train that is waiting to be coupled. Compared with the prior art, the present invention has the advantages of making full use of ZC's management of track line resources to authorize the face-to-face coupling of two trains.

Description

Technical Field

[0001] The invention relates to a train signal control system, and in particular to a train face-to-face coupling method, equipment and medium based on a reverse limit point. Background Art

[0002] With the rapid development of rail transit signal technology, more and more driverless trains are running in cities. At the same time, there are more and more functional requirements based on driverless platforms. In order to better respond to the "tidal" distribution of passenger flow in urban rail transit, thereby increasing or reducing the number of train operations, the online coupling and uncoupling function of driverless trains is particularly important. The online coupling and uncoupling technology of trains means that according to the different passenger flows during peak and off-peak hours of the day, driverless trains can operate multiple trains through online coupling to increase operating efficiency. During the off-peak period, the passenger flow drops sharply, and single or few trains can be operated through online uncoupling to reduce operating costs. The online coupling and uncoupling technology of driverless trains perfectly adapts to the purpose of "reducing costs, increasing efficiency, saving energy and reducing emissions", so this functional requirement becomes so important. Nowadays, there are two ways to implement online coupling technology: head-to-tail coupling, that is, the head of the current train is coupled to the tail of the train in front, and face-to-face coupling, that is, the direction of the current train is opposite to the direction of the front train, and the head of the current train is coupled to the head of the train in front. In the former, the two vehicles are coupled head-to-tail, so there is no problem of reverse restriction point because the two vehicles are in the same direction. The so-called reverse restriction point is the restriction point that the zone controller (ZC) encounters in the opposite direction of the current train when searching for movement authorization along the train running direction. The purpose of the reverse restriction point is to prevent the possibility of collision between the two vehicles facing each other. Summary of the invention

[0003] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and to provide a train face-to-face coupling method, equipment and medium based on reverse limit points.

[0004] The purpose of the present invention can be achieved by the following technical solutions:

[0005] According to a first aspect of the present invention, a face-to-face coupling method of trains based on reverse restriction points is provided. The method bypasses the restriction of reverse restriction points during face-to-face coupling, so that the coupling-disconnecting train can autonomously drive toward the coupled train for coupler docking, and finally complete the face-to-face coupling, while ensuring the safety protection of the trains by the reverse restriction points, wherein the coupling-disconnecting train is a train that actively disconnects from the coupling, and the coupled train is a train waiting to be coupled.

[0006] As a preferred technical solution, the method specifically comprises the following steps:

[0007] Step S1, the coupled train stops in the SMI area and applies brakes, and sends a "coupled request" to the ZC. The direction of the coupling train is opposite to that of the coupled train, and sends a "de-coupling request" to the ZC. At this time, the EOA and WOSEOA calculated by the ZC for the de-coupling train are both blocked by the "reverse limit point";

[0008] Step S2: After receiving the coupling request, the ZC determines whether the coupling conditions are met. If the coupling conditions are met, the ZC will mark the coupled train as "restricted point can be crossed";

[0009] Step S3: After receiving the decoupling request, the ZC determines whether the decoupling conditions are met. If the decoupling conditions are met, the ZC sends an "authorization for decoupling" message to the decoupling train.

[0010] Step S4, ZC calculates EOA and WOSEOA for the train going to the coupling. EOA is still blocked by the reverse restriction point, and WOSEOA can pass through the reverse restriction point. At this time, ZC uses the EOA position as the "SMI collision speed limit point" of the train going to the coupling, and sets the "SMI obstacle point" for the train going to the coupling. At this time, the position of the obstacle point is the proximal end point of the external safety positioning of the coupled train;

[0011] Step S5, ZC moves the "SMI obstacle point" of the train to be coupled forward to a certain distance inside the coupled train;

[0012] Step S6, the train going to couple drives from a distance to the coupled train according to the "SMI obstacle point" calculated by ZC, and when passing the collision-prone speed limit point, it reduces the speed and continues to drive forward, and finally "collides" with the coupled train to complete the face-to-face coupling operation.

[0013] As a preferred technical solution, the "SMI area" in step S1 is a section of the line where vehicle collisions may occur, and the online coupling of trains needs to be completed in this area.

[0014] As a preferred technical solution, the "de-coupling request" in step S1 refers to a coupling request message sent by the de-coupling train to the ZC, and tells the ZC that the current train is an active de-coupling train;

[0015] The "coupled request" refers to the coupling request message sent by the coupled train to ZC, and tells ZC that the current train is waiting for the coupled train. After sending the "coupled request", the coupled train must apply brakes to ensure that there is no relative movement between the coupling train and the coupled train.

[0016] As a preferred technical solution, the "reverse restriction point" in step S1 is used to prevent two vehicles facing each other from colliding in a non-coupled scenario.

[0017] As a preferred technical solution, the coupled condition in step S2 means that after the coupled train sends a "coupled request", the ZC needs to determine whether the coupled train meets the coupled condition. The following conditions need to be processed by the ZC:

[0018] a. The coupled train sends a "coupled train request" to ZC

[0019] b. The coupled train stops and keeps braking

[0020] c. The coupled train has location information

[0021] d. The coupled train is a CBTC train

[0022] e. There is a confirmed restriction point ahead of the coupled train

[0023] If all the above conditions are met, ZC will mark the coupled train as "restricted point can be crossed". If the above conditions are not met or in a non-coupled scenario, ZC cannot mark this reverse restricted point as traversable, ensuring the safety protection of the two vehicles facing each other in normal scenarios.

[0024] As a preferred technical solution, the decoupling condition in step S3 means that after the decoupling train sends a "decoupling request", the ZC needs to determine whether the decoupling train meets the decoupling condition. The following conditions need to be processed by the ZC:

[0025] A. The train to be connected sends a "connection request" to ZC;

[0026] B. The train to be connected has the location information;

[0027] C. The train going to the connection is a CBTC train;

[0028] D. There is a coupled train ahead of the coupled train that meets the coupled conditions;

[0029] If all the above conditions are met, ZC will send a "de-coupling authorization" to the de-coupling train.

[0030] As a preferred technical solution, the EOA and WOSEOA in step S4 are two types of movement authorizations calculated by the ZC for the train, EOA is a common movement authorization, and WOSEOA represents a movement authorization that is not restricted by distance in the absence of a restriction point, but WOSEOA is only valid when it falls in the SMI area;

[0031] The "SMI collision-prone speed limit point" means that when WOSEOA is valid and WOSEOA is in front of EOA, ZC will set the SMI collision-prone speed limit point for the current train, indicating that the train will reduce its speed when it reaches this position. At this time, EOA is the SMI collision-prone speed limit point.

[0032] The "SMI obstacle point" refers to when the SMI collision-prone speed limit point is valid, ZC will set an SMI obstacle point for the current vehicle. This obstacle point is a position monitoring point, indicating that the train must stop when it reaches this position. At this time, the position of the obstacle point is the proximal end point of the external safety positioning of the coupled train.

[0033] As a preferred technical solution, the "SMI obstacle point" pre-position in step S5 is specifically:

[0034] The SMI obstacle point is a position monitoring point. When the ZC determines that the coupled train is in the coupling-ready state, the obstacle point can be moved one end forward from the original proximal end point of the external safety positioning of the coupled train to the safety positioning inside the coupled train, thereby completing the "collision" between the coupling train and the coupled train.

[0035] As a preferred technical solution, step S6 is specifically as follows:

[0036] When the train going to couple receives the "SMI collision-prone speed limit point" and "SMI obstacle point" information calculated by ZC, it will slow down at the "SMI collision-prone speed limit point" and slowly drive towards the coupled train, eventually completing the online face-to-face coupling process of the two cars, and the coupling operation process ends here.

[0037] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0038] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0039] Compared with the prior art, the present invention has the following advantages:

[0040] 1. The technical solution provided by the present invention uses the zone controller ZC as an intermediate medium to synchronize information between the train to be coupled and the train to be coupled, determine whether the coupling conditions are met, and bypass the restriction of the reverse limit point, thereby avoiding complex logic processing between trains and making full use of the ZC's management of track line resources to authorize the coupling of two trains on both sides;

[0041] 2. The present invention utilizes the protection mechanism of the reverse restriction point. In the coupling management process, the reverse restriction point in front of the train to be coupled is bypassed, so that the WOSEOA calculated by ZC can pass through this restriction point, and finally the face-to-face online coupling of the two trains is completed;

[0042] 3. The present invention utilizes the location information of the collidable speed limit points and obstacle points in the SMI area to ensure that the train to be coupled can drive safely and at a low speed toward the train to be coupled to complete the face-to-face online coupling of the two trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 This is a flow chart of face-to-face joint operation steps;

[0044] Figure 2 Schematic diagram of EOA and WOSEOA being blocked by reverse restriction points;

[0045] Figure 3 Schematic diagram for setting SMI collision-prone speed limit points and SMI obstacle points. DETAILED DESCRIPTION

[0046] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0047] The present invention is mainly aimed at a method for using reverse restriction points for safety protection when unmanned trains are coupled face to face online, and finally complete the face-to-face train coupling process. The face-to-face coupling process management and the use of reverse restriction points for train protection during the coupling process require the participation of the regional controller ZC (hereinafter referred to as ZC). The two vehicles coupled face to face must also be communication-based trains (CBTC) to maintain real-time communication with the ZC. When performing face-to-face coupling, the direction of the coupling train is relative to the direction of the coupled train. When the ZC searches for movement authorization (EOA) and movement authorization without space restrictions (Without Space EOA, WOSEOA) for the coupling train, it will be blocked by the reverse restriction point in front, causing the coupling train to be unable to autonomously drive to the coupled train to complete the coupler docking of the two cars. The technology of the present invention is to solve this problem. When coupling face to face, the restriction of the reverse restriction point is bypassed, so that the coupling train can autonomously drive to the coupled train for coupler docking, and finally complete the face-to-face coupling, and at the same time, the reverse restriction point must also ensure the safety protection of the train. The so-called coupling train is the train that actively goes to be coupled, and the so-called coupled train is the train waiting to be coupled.

[0048] like Figure 1 As shown, the method of the present invention specifically comprises the following steps:

[0049] Step S1, the coupled train stops in the SMI area and applies brakes, and sends a "coupled request" to the ZC. The direction of the coupling train is opposite to that of the coupled train, and sends a "de-coupling request" to the ZC. At this time, the EOA and WOSEOA calculated by the ZC for the de-coupling train are both blocked by the "reverse limit point";

[0050] Step S2: After receiving the coupling request, ZC determines whether the coupling conditions are met. If the coupling conditions are met, ZC will mark the coupled train as "Limit Point Is WOSEOA Cross";

[0051] Step S3: After receiving the decoupling request, the ZC determines whether the decoupling conditions are met. If the decoupling conditions are met, the ZC sends an "authorization for decoupling" message to the decoupling train.

[0052] Step S4, ZC calculates EOA and WOSEOA for the train going to the coupling. EOA is still blocked by the reverse restriction point, and WOSEOA can pass through the reverse restriction point. At this time, ZC uses the EOA position as the "SMI collision speed limit point" of the train going to the coupling, and sets the "SMI obstacle point" for the train going to the coupling. At this time, the position of the obstacle point is the proximal end point of the external safety positioning of the coupled train;

[0053] Step S5, ZC moves the "SMI obstacle point" of the train to be coupled forward to a certain distance inside the coupled train.

[0054] Step S6, the train going to couple drives from a distance to the coupled train according to the "SMI obstacle point" calculated by ZC, and when passing the collision-prone speed limit point, it reduces the speed and continues to drive forward, and finally "collides" with the coupled train to complete the face-to-face coupling operation.

[0055] The step S1 is specifically as follows:

[0056] Step S11, "SMI area" is a section of the line where vehicle collision may occur, and the online coupling of trains needs to be completed in this area;

[0057] Step S12, "De-coupling request" refers to the coupling request message sent by the coupling train to ZC, and tells ZC that the current train is the active coupling train. "Connection request" refers to the coupling request message sent by the connected train to ZC, and tells ZC that the current train is the waiting connected train. After sending the "connection request", the connected train shall apply brakes to ensure that there is no relative movement between the coupling train and the connected train.

[0058] Step S13, "reverse restriction point" is used to prevent two vehicles facing each other from colliding in a non-coupling scenario;

[0059] The step S2 is specifically as follows:

[0060] Step S21, the coupling condition means that after the coupled train sends a "coupling request", the ZC needs to determine whether the coupled train meets the coupling condition. The following conditions need to be processed by the ZC:

[0061] 1. The coupled train sends a "coupled train request" to ZC

[0062] 2. The coupled train stops and keeps braking

[0063] 3. The coupled train has location information

[0064] 4. The coupled train is a CBTC train

[0065] 5. There is a confirmed restriction point ahead of the coupled train

[0066] If all the above conditions are met, ZC will mark the coupled train as "Limit Point Is WOSEOA Cross". If the above conditions are not met or in a non-coupled scenario, ZC cannot mark this reverse limit point as traversable, ensuring the safety protection of the two vehicles facing each other in normal scenarios.

[0067] The step S3 is specifically as follows:

[0068] Step S31, the decoupling condition means that after the decoupling train sends a "decoupling request", the ZC needs to determine whether the decoupling train meets the decoupling condition. The following conditions need to be processed by the ZC:

[0069] 1. The train to be connected sends a "connection request" to ZC

[0070] 2. The train to be connected has the location information

[0071] 3. The train to be coupled is a CBTC train

[0072] 4. There is a train ahead of the train that meets the conditions for being coupled.

[0073] If the above conditions are met, ZC will send a "de-coupling authorization" to the de-coupling train;

[0074] The step S4 is specifically as follows:

[0075] Step S41, the EOA and WOSEOA are two types of movement authorizations calculated by ZC for the train, EOA is a common movement authorization, WOSEOA represents a movement authorization that is not restricted by distance in the absence of restriction points, but WOSEOA is only valid when it falls in the SMI area.

[0076] Step S42, the "SMI collision-prone speed limit point" means that when WOSEOA is valid and WOSEOA is in front of EOA, ZC will set an SMI collision-prone speed limit point for the current train, indicating that the train will reduce its speed when it reaches this position, and the EOA at this time is the SMI collision-prone speed limit point.

[0077] Step S43, the "SMI obstacle point" means that when the SMI collision-prone speed limit point is valid, ZC will set an SMI obstacle point for the current vehicle. This obstacle point is a position monitoring point, indicating that the train must stop when it reaches this position. At this time, the position of the obstacle point is the proximal end point of the external safety positioning of the coupled train.

[0078] The step S5 is specifically as follows:

[0079] Step S51, the "SMI obstacle point" is moved forward. The SMI obstacle point is a position monitoring point. When ZC determines that the coupled train is in the coupling ready state, this obstacle point can be moved forward one end distance from the original near-end point of the external safety positioning of the coupled train to the safety positioning inside the coupled train, so as to complete the "collision" between the coupling train and the coupled train.

[0080] The step S6 is specifically as follows:

[0081] Step S61, when the train going to couple receives the "SMI collision speed limit point" and "SMI obstacle point" information calculated by ZC, it will slow down at the "SMI collision speed limit point" and slowly drive towards the coupled train, and finally complete the online face-to-face coupling process of the two cars, and the coupling operation process ends here. Specific embodiments

[0083] refer to Figure 1-3 , to illustrate the technical solution of the present invention, first, refer to Figure 1 , introduces the method and steps of the present invention for using reverse limit points to provide safety protection when unmanned trains are coupled face to face on the line. On this basis, refer to Figure 2-3 , introduces the specific implementation method of the present invention for face-to-face online connection using reverse restriction points.

[0084] First reference Figure 1 , introducing the method step flow chart of the present invention providing a method for using reverse limit points for safety protection when lines are connected face to face, including the following steps.

[0085] Step 100, the coupled train stops in the SMI area and applies brakes, and sends a "coupled request" to the ZC. The direction of the decoupled train is opposite to that of the coupled train, and sends a "decoupled request" to the ZC. At this time, the EOA and WOSEOA calculated by the ZC for the decoupled train are both blocked by the "reverse restriction point" in front.

[0086] Step 101, after receiving the coupling request, ZC determines whether the coupling conditions are met. If the coupling conditions are met, ZC will mark the coupled train as "Limit Point Is WOSEOA Cross". If the above conditions are not met or in a non-coupling scenario, ZC cannot mark this reverse restriction point as traversable, ensuring the safety protection of two vehicles facing each other in normal scenarios. The present invention utilizes the mechanism of removing the reverse restriction point in front of the coupling train, which can not only complete the face-to-face online coupling process, but also provide safety protection for non-coupling scenarios and scenarios where the coupling conditions are not met;

[0087] Step 102, after receiving the decoupling request, the ZC determines whether the decoupling conditions are met. If the decoupling conditions are met, the ZC sends an "authorization for decoupling" to the decoupling train;

[0088] Step 103, ZC calculates EOA and WOSEOA for the train to be coupled. EOA is still blocked by the reverse restriction point, and WOSEOA can pass through the reverse restriction point. At this time, ZC uses the EOA position as the "SMI collision speed limit point" of the train to be coupled, and sets the "SMI obstacle point" for the train to be coupled. At this time, the position of the obstacle point is the proximal end point of the external safety positioning of the coupled train.

[0089] Step 104, ZC moves the "SMI obstacle point" of the train to be coupled forward to a certain distance inside the coupled train;

[0090] Step 105, the unconnected train drives from a distance toward the connected train according to the "SMI obstacle point" calculated by ZC.

[0091] First reference Figure 2 , introduces the specific implementation method of the present invention, comprising the following steps:

[0092] Step 106, when ZC calculates EOA and WOSEOA for the coupled train, it will be blocked by the "reverse restriction point" in front. The function of this reverse restriction point is to prevent the two vehicles facing each other from colliding. However, in the coupled scenario, the function of this reverse restriction point needs to be bypassed.

[0093] First reference Figure 3 , introduces the specific implementation method of the present invention, comprising the following steps:

[0094] Step 107, when the ZC marks the coupled train as "Limit Point Is WOSEOACross", the WOSEOA calculated by the ZC for the coupled train is no longer restricted by the reverse restriction point ahead. At this time, the WOSEOA will search to the end of the SMI area, and the ordinary EOA will still be blocked by the reverse restriction point ahead.

[0095] Step 108, when the WOSEOA calculated by the ZC for the train to be coupled is ahead of the normal EOA, the ZC will set the EOA point as the SMI collision speed limit point of the train to be coupled, and set the proximal end point of the external safety position of the coupled train as the SMI obstacle point. When the ZC determines that the coupled train ahead is in the coupling ready state, the ZC will move the SMI obstacle point forward by a certain distance to the inside of the safety position of the coupled train.

[0096] Step 109, the uncoupled train is no longer restricted by the reverse restriction point ahead and autonomously moves toward the coupled train. After passing the reverse restriction point (EOA), it actively reduces speed to ensure that the uncoupled train "collides" with the coupled train at a lower speed, and finally completes the online face-to-face coupling operation process of the two trains.

[0097] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0098] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0099] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0100] The processing unit performs the various methods and processes described above, such as methods S1 to S5. For example, in some embodiments, methods S1 to S5 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S5 in any other appropriate manner (e.g., by means of firmware).

[0101] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0102] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0103] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0104] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A train face-to-face coupling method based on reverse limit points, characterized in that: The method bypasses the restriction of the reverse limit point during face-to-face coupling, so that the coupling train can autonomously drive toward the coupled train to perform coupler docking, and finally complete the face-to-face coupling, while ensuring the safety protection of the train by the reverse limit point, wherein the coupling train is the train that actively couples, and the coupled train is the train waiting to be coupled; The method specifically comprises the following steps: Step S1, the coupled train stops in the SMI area and applies brakes, and sends a "coupled request" to the ZC. The direction of the decoupled train is opposite to that of the coupled train, and sends a "decoupled request" to the ZC. At this time, the EOA and WOSEOA calculated by the ZC for the decoupled train are both blocked by the "reverse limit point"; Step S2: After receiving the coupling request, the ZC determines whether the coupling conditions are met. If the coupling conditions are met, the ZC will mark the coupled train as "restricted point can be crossed"; Step S3: After receiving the decoupling request, the ZC determines whether the decoupling conditions are met. If the decoupling conditions are met, the ZC sends "authorize decoupling" to the decoupling train; Step S4, ZC calculates EOA and WOSEOA for the train to be coupled. EOA is still blocked by the reverse restriction point, and WOSEOA can pass through the reverse restriction point. At this time, ZC uses the EOA position as the "SMI collision speed limit point" of the train to be coupled, and sets the "SMI obstacle point" for the train to be coupled. At this time, the position of the obstacle point is the proximal end point of the external safety positioning of the coupled train; Step S5: ZC moves the "SMI obstacle point" of the train to be coupled forward to a certain distance inside the coupled train; Step S6: The train to be coupled drives from a distance to the coupled train according to the "SMI obstacle point" calculated by ZC. When passing the SMI collision speed limit point, the train reduces its speed and continues to drive forward, and finally "collides" with the coupled train, completing the face-to-face coupling operation; The "SMI area" in step S1 is a section of the line where vehicle collisions may occur, and the online coupling of trains needs to be completed in this area; The "reverse limit point" in step S1 is used to prevent two vehicles facing each other from colliding in a non-coupling scenario; The EOA and WOSEOA in step S4 are two types of movement authorizations calculated by the ZC for the train, where EOA is a common movement authorization and WOSEOA represents a movement authorization that is not restricted by distance in the absence of a reverse restriction point, but WOSEOA is only valid when it falls in the SMI area; The "SMI collision-prone speed limit point" means that when WOSEOA is valid and WOSEOA is in front of EOA, ZC will set the SMI collision-prone speed limit point for the current train, indicating that the train will reduce its speed when it reaches this position. At this time, EOA is the SMI collision-prone speed limit point. The "SMI obstacle point" means that when the SMI collision-prone speed limit point is valid, the ZC will set an SMI obstacle point for the current vehicle. This obstacle point is a position monitoring point, indicating that the train must stop when it reaches this position. At this time, the position of the obstacle point is the proximal end point of the external safety positioning of the coupled train; The "SMI obstacle point" in step S5 is specifically: The SMI obstacle point is a position monitoring point. When the ZC determines that the coupled train is in the coupling-ready state, the obstacle point can be moved one end forward from the original proximal end point of the external safety positioning of the coupled train to the safety positioning inside the coupled train, thereby completing the "collision" between the coupling train and the coupled train.

2. The train face-to-face coupling method based on reverse restriction points according to claim 1 is characterized in that: The "de-coupling request" in step S1 refers to the coupling request message sent by the de-coupling train to the ZC, and tells the ZC that the current train is the active de-coupling train; The "coupled request" refers to the coupling request message sent by the coupled train to ZC, telling ZC that the current train is waiting for the coupled train. After sending the "coupled request", the coupled train must apply brakes to ensure that there is no relative movement between the coupling train and the coupled train.

3. The train face-to-face coupling method based on reverse limit points according to claim 1 is characterized in that: The coupling condition in step S2 means that after the coupled train sends a "coupling request", the ZC needs to determine whether the coupled train meets the coupling condition. The following conditions need to be processed by the ZC: a. The coupled train sends a "coupled request" to ZC; b. The coupled train stops and keeps braking; c. The coupled train has location information; d. The coupled train is a CBTC train; e. There is a confirmed reverse restriction point ahead of the coupled train; If all the above conditions are met, ZC will mark the coupled train as "reverse restriction point can be crossed". If the above conditions are not met or in a non-coupled scenario, ZC cannot mark this reverse restriction point as traversable, ensuring the safety protection of the two vehicles facing each other in normal scenarios.

4. The train face-to-face coupling method based on reverse limit points according to claim 1 is characterized in that: The decoupling condition in step S3 means that after the decoupling train sends a "decoupling request", the ZC needs to determine whether the decoupling train meets the decoupling condition. The following conditions need to be processed by the ZC: A. The train to be connected sends a "connection request" to ZC; B. The train to be connected has the location information; C. The train going to the connection is a CBTC train; D. There is a coupled train ahead of the coupled train that meets the coupled conditions; If all the above conditions are met, ZC will send "De-coupling Authorization" to the connecting train.

5. The train face-to-face coupling method based on reverse limit points according to claim 1 is characterized in that: The step S6 is specifically as follows: When the train going to couple receives the "SMI collision speed limit point" and "SMI obstacle point" information calculated by ZC, it will slow down at the "SMI collision speed limit point" and slowly drive towards the coupled train, eventually completing the online face-to-face coupling process of the two cars, and the coupling operation process ends here.

6. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 5 is implemented.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 5 is implemented.

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