Train control method, storage medium, on-board controller, and train

Abstract

The present disclosure relates to a train control method, a storage medium, an on-board controller and a train, so as to solve the problem that the train is manually controlled when a communication fault occurs, and the efficiency is low and the safety is low. The method comprises: in the case that a target train occurs a communication fault, determining a target fault type of the target train occurring the communication fault; determining a target control strategy of the target train according to the target fault type, and a preset corresponding relationship between a fault type and a control strategy; and controlling the target train to run according to the target control strategy.

Description

Technical Field

[0001] This disclosure relates to the field of rail transit technology, specifically to a train control method, a storage medium, an on-board controller, and a train. Background Technology

[0002] Currently, Train Autonomous Circumvention Systems (TACS) based on vehicle-to-vehicle communication rely on communication between various devices to obtain track information or information about trains ahead through vehicle-to-ground interlocking and vehicle-to-vehicle coordination, thereby ensuring safe and efficient train operation. However, when a train communication device malfunctions and causes a train to be downgraded, the degraded train's route is usually planned manually and remotely, which is inefficient. Furthermore, manual remote control of the train cannot grasp the actual situation of train operation in real time, making it susceptible to the impact of emergencies, which is detrimental to train operation safety. Summary of the Invention

[0003] The purpose of this disclosure is to provide a train control method, storage medium, on-board controller, and train to solve the problems of low efficiency and low safety when manually controlling train operation when communication failure occurs.

[0004] To achieve the above objectives, a first aspect of this disclosure provides a train control method, the method comprising:

[0005] In the event of a communication failure in the target train, the target failure type of the communication failure in the target train shall be determined;

[0006] Based on the target fault type and the preset correspondence between the fault type and the control strategy, the target control strategy of the target train is determined;

[0007] The target train is controlled to run according to the target control strategy.

[0008] Optionally, determining the target control strategy for the target train based on the target fault type and the preset correspondence between fault type and control strategy includes:

[0009] When the target fault type indicates that the communication between the target train and the target controller is interrupted, the communication between the target train and the automatic train monitoring system is normal, and the communication between the automatic train monitoring system and the target controller is normal, the target control strategy for the target train is determined to be a remote control strategy. The remote control strategy indicates that the target train is controlled to operate according to remote control commands issued by the automatic train monitoring system; or...

[0010] When the target fault type indicates that the target train and the target controller have lost communication and the target train and the automatic train monitoring system have lost communication, or when the target fault type indicates that the target train and the target controller have lost communication and the automatic train monitoring system has lost communication, the target control strategy of the target train is determined to be an autonomous control strategy. The autonomous control strategy indicates that the target train is controlled to run according to a preset operation plan.

[0011] Optionally, controlling the operation of the target train according to the target control strategy includes:

[0012] When the target control strategy of the target train is the autonomous control strategy, the adjacent trains of the target train are determined. Based on the communication between the target train and the adjacent train, and the communication between the adjacent train and the target controller, or the communication between the adjacent train and the target controller through the automatic train monitoring system, the target train requests the right to use the line resources, and the operation of the target train is controlled according to the result of the request for the right to use the resources; or,

[0013] Based on the near-field communication between the target train's near-field communication module and the controller of the line resources, the system requests the target train's access rights to the line resources and controls the operation of the target train according to the results of the access rights request.

[0014] Optionally, the priority of usage rights requested via near-field communication is higher than the priority of usage rights requested via the target controller.

[0015] Optionally, controlling the operation of the target train according to the target control strategy includes:

[0016] When the target control strategy of the target train is a remote control strategy, the target train requests access to line resources based on the communication between the target train and the automatic train monitoring system, and the communication between the automatic train monitoring system and the target controller.

[0017] The operation of the target train is controlled based on the result of the permission application.

[0018] Optionally, controlling the operation of the target train according to the target control strategy includes:

[0019] When the target control strategy of the target train is the remote control strategy, the authorized movement distance of the target train is determined according to the minimum distance between the limited running distance in the remote control command issued by the automatic train monitoring system and the runnable distance determined by the perception and positioning system of the target train.

[0020] The target train is controlled to operate based on the authorized movement distance.

[0021] Optionally, the line resources include turnouts, the positions of the turnouts include fixed, reverse, and preset non-position, and the controller of the turnout can control the turnout to lock when the position of the turnout is fixed or reverse, and move the turnout to the preset non-position when the turnout cannot be locked.

[0022] The step of controlling the operation of the target train based on the result of the access permission application includes:

[0023] The controller of the turnout receives the application result for the use permission of the turnout, wherein the application result for the use permission includes the use permission and the non-use permission. The use permission indicates that the position of the turnout is in the target position applied for by the target train and is locked. The non-use permission indicates that the position of the turnout is in a non-target position, including the preset non-position.

[0024] If the application for the permission to use the train results in an unavailable permission, then the target train is controlled to stop running in front of the switch.

[0025] Optionally, the controller of the turnout can move the turnout to a second position and control the turnout to lock when the turnout is in a first position and cannot be locked. The first position is the positioning or the reverse position, and the second position is a position other than the first position between the positioning and the reverse position.

[0026] If the turnout cannot be locked in the second position, then the position of the turnout is moved to the preset non-position.

[0027] A second aspect of this disclosure also provides a non-transitory computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the method described in any of the first aspects above.

[0028] A third aspect of this disclosure also provides an on-board controller, comprising:

[0029] A memory on which computer programs are stored;

[0030] A processor for executing the computer program in the memory to implement the steps of the method described in any of the first aspects above.

[0031] A fourth aspect of this disclosure also provides a train including the onboard controller described in the third aspect above.

[0032] The above technical solution can achieve at least the following technical effects:

[0033] In the event of a communication failure in a target train, the target fault type is determined. Then, based on the target fault type and the pre-defined correspondence between the fault type and the control strategy, a target control strategy for the target train is determined. Finally, the target train is controlled according to this control strategy. This method, when a train experiences a communication failure, allows for the determination of the corresponding control strategy based on the fault type, and then the train's operation is controlled accordingly. Compared to manual remote control of train operation, this method is more efficient and facilitates real-time monitoring of the actual train operation, preventing unforeseen events from affecting train safety and thus improving overall train operation safety.

[0034] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0035] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0036] Figure 1 This is a schematic flowchart of a train control method provided in an embodiment of this disclosure;

[0037] Figure 2 This is a schematic diagram of the communication interaction of a train autonomous operation system based on vehicle-to-vehicle communication provided in an embodiment of this disclosure;

[0038] Figure 3 This is a schematic diagram illustrating the position of a turnout according to an embodiment of this disclosure;

[0039] Figure 4 This is a schematic diagram of an on-board controller shown in an embodiment of this disclosure. Detailed Implementation

[0040] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0041] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0042] It should be understood that the various steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect. The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Relevant definitions for other terms will be given in the description below.

[0043] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are used only to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies. It should also be noted that the modifications of "a" and "a plurality of" mentioned in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0044] Currently, in train autonomous operation systems based on vehicle-to-vehicle communication, trains generate operational tasks based on the operation plan issued by the Automatic Train Supervision (ATS) system, calculate their demand for track resources autonomously, and apply for track resource usage rights from the Target Controller (OC, also known as the track resource management subsystem) when appropriate. After obtaining usage rights, they lock and use the track resources and proactively release them promptly after use. However, when a train communication equipment malfunctions, causing the train to be downgraded, it cannot apply for track resource usage rights from the Target Controller. In this case, the train's route is typically planned remotely by the operator, who then manually applies for the necessary track resources, which is inefficient. Furthermore, manual remote control of the train cannot provide real-time updates on the actual train operation, making it susceptible to unforeseen events and compromising train safety. Additionally, it slows down the overall response speed of the rail transit system, impacting its operational efficiency.

[0045] In view of this, the present disclosure provides a train control method, a storage medium, an on-board controller, and a train to solve the above-mentioned technical problems.

[0046] It should be noted that the train control method provided in this disclosure can be applied to both automated driving and manually driven rail trains. Furthermore, the executing entity of this method can be the train itself, or electronic equipment installed on the train, such as an onboard controller (VOBC). This disclosure does not limit this; however, it uses the onboard controller as the executing entity for the illustrated embodiments.

[0047] The following provides a detailed description of the embodiments of the technical solution disclosed herein.

[0048] This disclosure provides a train control method, referring to... Figure 1 The method includes:

[0049] S101. In the event of a communication failure in the target train, determine the target fault type of the communication failure in the target train.

[0050] S102. Determine the target control strategy for the target train based on the target fault type and the preset correspondence between the fault type and the control strategy.

[0051] S103. Control the operation of the target train according to the target control strategy.

[0052] Using the above method, when a train experiences a communication failure, the corresponding control strategy can be determined based on the type of communication failure, and then the train operation can be controlled according to the control strategy. Compared with the manual remote control of train operation, this method is more efficient and facilitates real-time monitoring of the actual situation of train operation, avoiding the impact of emergencies on train operation safety, thereby improving the safety of train operation.

[0053] To enable those skilled in the art to better understand the train control method provided in this disclosure, the above steps are illustrated in detail below.

[0054] In one possible approach, based on the target fault type and the preset correspondence between fault type and control strategy, the target control strategy for the target train can be determined as follows: When the target fault type indicates an interruption in communication between the target train and the target controller, or when communication between the target train and the Automatic Train Monitoring System (ATMS) is normal, and communication between the AMS and the target controller is also normal, the target control strategy for the target train is determined to be a remote control strategy. This remote control strategy indicates that the target train is controlled to operate according to remote control commands issued by the AMS. Alternatively, when the target fault type indicates an interruption in communication between the target train and the target controller, and communication between the target train and the AMS is also interrupted, or when the target fault type indicates an interruption in communication between the target train and the target controller, and communication between the AMS and the target controller is also interrupted, the target control strategy for the target train is determined to be an autonomous control strategy. This autonomous control strategy indicates that the target train is controlled to operate according to a preset operating plan.

[0055] It should be noted that, referring to Figure 2When communication between the train, the target controller, and the automatic train monitoring system is normal, the onboard controller, based on the operation plan issued by the automatic train monitoring system, generates an operation task according to the train's current location, autonomously calculates the demand for track resources, and requests access to track resources from the target controller when appropriate. The target controller determines the access request result, the track resource controller controls the status of the track resources according to the request result, and the onboard controller controls train operation according to the request result. Track resources include switches, track sections, platforms, turnaround tracks, etc.

[0056] For example, when communication between the target train and the target controller is interrupted, but communication between the target train and the Automatic Train Monitoring System (ATMS) is normal, and communication between the AMS and the target controller is also normal, the train cannot request access to track resources from the target controller. However, communication between the train and the AMS is normal, so the train can request access to track resources from the target controller through the AMS. Therefore, the target train can be controlled to operate according to remote control commands issued by the AMS. If communication between the train and the target controller, and the AMS, is interrupted, or if communication between the train and the target controller, and between the AMS and the target controller, is interrupted, the target train will be controlled to operate according to a preset operating plan.

[0057] It is worth noting that, under normal communication conditions, the train operation plan is issued by the Automatic Train Monitoring System (ATMS) to the relevant controllers or storage devices on the train, typically an initial plan before train operation. Furthermore, during train operation, the AMS adjusts the operation plan in real time based on track conditions and train status, and then reissues it. Therefore, the preset operation plan refers to the latest version received before a communication failure, which includes information such as the route and operating time.

[0058] In one possible approach, controlling the operation of a target train according to a target control strategy can be as follows: when the target control strategy of the target train is a remote control strategy, based on the communication between the target train and the automatic train monitoring system, and the communication between the automatic train monitoring system and the target controller, the target train requests access to the line resources, and then controls the operation of the target train according to the result of the access request.

[0059] For example, when the target control strategy for the target train is a remote control strategy, refer to Figure 2The train (e.g., vehicle 1) communicates with the Automatic Train Monitoring System (ATMS), which in turn communicates with the target controller. Specifically, the target train communicates with the AMS, the onboard controller receives the operating plan from the AMS, generates an operating task based on the train's current location, autonomously calculates the demand for track resources, and requests access to track resources from the AMS when appropriate. Upon receiving the request, the AMS communicates with the target controller. The target controller determines the request result based on the availability of the corresponding track resources and relays the result back to the train through the AMS. The onboard controller then controls the train's operation based on the request result. For example, if the track resource is a track section, and the request result indicates that the track section is available, the train is controlled to pass through that section; otherwise, the train is controlled to stop before the track section.

[0060] In addition, the automatic train monitoring system can also adjust the train operation plan based on the application results. For example, if the application result indicates that the track section is unavailable, a new running route can be planned and a new operation plan can be reissued to the on-board controller so that the on-board controller can regenerate the operation task according to the new operation plan.

[0061] For example, after receiving a request for access permission, the Automatic Train Monitoring System (ATMS) can automatically communicate with the target controller, requesting the target controller to perform corresponding operations based on the request. Alternatively, the train dispatcher can manually operate the system through the interface; this disclosure does not limit this approach. Taking a single turnout as an example, the interface prompts the user to select either the fixed or reverse position. The train dispatcher selects the intended locking position (fixed or reverse) of the turnout based on the request. After receiving the corresponding single-lock command, the target controller moves the turnout to the appropriate position and locks it. If the turnout is already in the intended position indicated by the command issued by the AMS interface, the target controller directly locks the turnout, thereby ensuring normal train operation.

[0062] Of course, in other possible implementation methods, the train dispatcher can also manually request the right to use the line resources required for train operation from the target controller through the operation interface according to the operation plan issued to the train, and after obtaining the corresponding application result, feed back the application result to the train, and then the on-board controller controls the operation of the target train according to the application result. This disclosure does not limit this.

[0063] In one possible approach, controlling the operation of a target train according to a target control strategy can be as follows: when the target control strategy of the target train is a remote control strategy, the authorized movement distance of the target train is determined based on the minimum distance between the limited running distance in the remote control command issued by the automatic train monitoring system and the runnable distance determined by the target train's sensing and positioning system, and the operation of the target train is controlled based on the authorized movement distance.

[0064] For example, a train dispatcher can input the restricted operating distance of a target train into the operating interface of the automatic train monitoring system based on the overall operation of the rail transit system, and then generate a remote control command to be sent to the target train. The train dispatcher can adjust the restricted operating distance in real time according to the operating conditions. Furthermore, the train's sensing and positioning system determines the train's permissible operating distance based on identified track conditions such as switches and obstacles, and under the requirements of train safety. The minimum distance between the restricted operating distance and the permissible operating distance is then used as the authorized movement distance for the target train. Finally, the onboard controller controls the target train's operation based on the authorized movement distance, thereby ensuring safe train operation.

[0065] In one possible approach, controlling the operation of a target train according to a target control strategy could be as follows: When the target train's target control strategy is an autonomous control strategy, the target train's neighboring trains are identified. Based on communication between the target train and neighboring trains, and between neighboring trains and the target controller, or communication between neighboring trains and the target controller via the Automatic Train Monitoring System (ATMS), the target train requests access to the line resources. The operation of the target train is then controlled based on the result of the access request. Alternatively, the target train requests access to the line resources based on near-field communication between its near-field communication module and the controller of the line resources. The operation of the target train is then controlled based on the result of the access request.

[0066] For example, refer to Figure 2 Taking vehicle 1 as the target train as an example, when the target train's control strategy is an autonomous control strategy, the onboard controller of vehicle 1 controls vehicle 1's operation according to a preset operation plan. If vehicle 1 needs to apply for corresponding track resources (such as switches) during operation, it can search for adjacent trains within the vehicle-to-vehicle communication range. For example, if vehicle 2 is an adjacent train, vehicle 1 and vehicle 2 establish vehicle-to-vehicle communication, and vehicle 1 sends a request to vehicle 2 for the right to use track resources. After receiving the request, vehicle 2 forwards the request based on its own communication status. For example, if vehicle 2's communication with the target controller is normal, it directly forwards the request to the target controller. If vehicle 2's communication with the target controller is abnormal, the above-mentioned embodiment when vehicle 1's control strategy is a remote control strategy can be referred to, which will not be repeated here. Finally, the onboard controller of vehicle 1 controls vehicle 1's operation based on the feedback of the right to use request.

[0067] For example, the vehicle controller can be configured with redundant near-field communication modules, and the controller for the line resources can also be configured with redundant near-field communication modules. These near-field communication modules can be NFC modules, Bluetooth modules, or other modules that support near-field communication; this disclosure does not limit this. (See reference...) Figure 2 Taking vehicle 1 as the target train as an example, when the target control strategy of the target train is the autonomous control strategy, vehicle 1 can communicate with the controller of the line resources (such as the turnout controller) in the near field and directly apply to the controller of the line resources for the right to use the line resources. The on-board controller of vehicle 1 controls the operation of vehicle 1 according to the feedback of the application result of the right to use the line resources.

[0068] It is worth noting that either near-field communication or adjacent train communication can be selected according to requirements. Near-field communication can also be selected when adjacent trains cannot be found or when train-to-train communication is abnormal, or when near-field communication malfunctions. This disclosure does not limit this choice. Furthermore, the target controller can also be configured with redundant near-field communication modules, enabling near-field communication when a communication failure occurs between the target controller and the train. This disclosure does not limit this choice either.

[0069] In the possible ways, access rights requested via near-field communication have a higher priority than access rights requested via the target controller.

[0070] For example, within the operational distance limit determined by the sensing and positioning system, the authorized movement distance of a train will not exceed that of the train in front, thus avoiding simultaneous requests for the same track resources from trains ahead. Furthermore, since the target controller allocates track resource usage rights to different trains sequentially based on the priority of their requests, and communication between the target controller and the target train is interrupted, the target controller cannot be aware of the target train's request for track resources. Moreover, the communication range of near-field communication is much smaller than the communication range of the network communication used by the target controller. Therefore, the priority of usage rights requested through near-field communication is set higher than the priority of usage rights requested through the target controller. This prevents trains behind from prematurely occupying track resource usage rights, thus preventing the target train from using the track resource, or prevents the target controller from moving switches while the target train is using them.

[0071] In possible configurations, track resources include turnouts, with turnout positions including active, inverted, and preset non-active. A turnout controller is capable of locking the turnout when it is in the active or inverted position, and moving it to the preset non-active position if it cannot be locked. Controlling the target train's operation based on the usage permission application result includes: receiving the usage permission application result sent by the turnout controller, where the usage permission application result includes usable permission and unusable permission. Usable permission indicates that the turnout is in the target position requested by the target train and is locked, while unusable permission indicates that the turnout is in a non-target position, including the preset non-active position. If the usage permission application result is unusable permission, the target train is controlled to stop before the turnout.

[0072] For example, the turnout controller can specifically move the turnout to a second position and lock it when the turnout is in a first position and cannot be locked. The first position is either the fixed or reversed position, and the second position is either the fixed or reversed position other than the first position. If the turnout cannot be locked in the second position, the turnout is moved to a preset non-position.

[0073] It is worth noting that in related technologies, turnouts are usually in an unlocked state. When a train requests to use a turnout, the turnout is locked, and after use, it is unlocked. In this embodiment, after the target controller is powered on or restarted, the operator performs a corresponding unlocking operation, such as entering a password or verification code, to unlock the control area of ​​the target controller, allowing the target controller to gain control of all track resources within that control area. After the unlocking operation, all track sections within the control area are set to an unlocked state, but the turnouts within that control area are locked. Furthermore, when the target controller operates the turnout according to the operation instructions issued by the automatic train monitoring system or the request instructions sent by the onboard controller, if the current turnout position matches the commanded position, the target controller determines that the turnout does not need to be moved and controls the turnout to lock, thus achieving locking if the turnout is in position. If the current turnout position does not match the commanded position, the target controller moves the turnout to the designated position and then immediately controls the turnout to lock, achieving locking if the turnout is moved.

[0074] Furthermore, if the target controller fails to lock the turnout after moving it to its position due to some fault, such as a malfunction in the turnout locking relay, it can move the turnout to a preset non-positioned position after further confirmation that the turnout cannot be locked. For example, if the target controller detects that the turnout is in an unlocked state or cannot receive turnout locking status information, the target controller will autonomously move the turnout back to its original position, either positioning or reversing it (see [reference]). Figure 3All are supported. If the target controller cannot lock the switch after returning it to the position before executing the current move command, the target controller will control the switch to move it away from the positioning or reverse position, that is, move the switch to the preset non-position position (refer to...). Figure 3 Alternatively, when the target controller controls the turnout to be in position (locked), if the turnout cannot be locked, the turnout is moved from its current position and then locked. If it still cannot be locked, the turnout is moved to a preset non-positioned position. Of course, in other possible methods, the target controller can perform the operation of moving and locking the turnout multiple times. If it still cannot be locked, the turnout is moved to a preset non-positioned position. Or, it can perform the operation of locking the turnout again after a preset delay. If it still cannot be locked, the turnout is moved to a preset non-positioned position, and so on. This disclosure does not limit this. Furthermore, in the case of multiple turnouts, the turnouts can be moved to multiple positions and locked sequentially to determine whether the turnout needs to be moved to a preset non-positioned position.

[0075] It should be noted that the entity responsible for controlling the turnout can also be the turnout controller. The target controller issues corresponding instructions to the turnout controller; for details, please refer to relevant technologies, which will not be elaborated upon here. When the target train requests turnout usage permission from the turnout controller via near-field communication, the turnout controller directly controls the turnout to perform operations such as moving or locking. Furthermore, whether the request for turnout usage permission is made through the target controller or directly to the turnout controller, the request must include the corresponding turnout position (target position) so that the target controller or the turnout controller can allocate turnout usage permission based on the turnout position in the request.

[0076] For example, since turnouts are normally locked, when a target train requests turnout access from the target controller via the Automatic Train Monitoring System (ATMS), the operator, when requesting turnout control via the interface, needs to first issue an unlock command and then issue a control command to further confirm that the turnout can respond to the AMS commands. This also further prevents the turnout controller from moving the turnout in response to requests from other trains with normal communication when a train with communication failure is using the turnout, thus ensuring the safety of trains passing through the turnout.

[0077] For example, when a target train requests permission to use a turnout from the turnout controller via near-field communication, the turnout controller moves the turnout according to the target position requested by the target train. If the turnout can be moved to the target position and locked, the controller sends a notification to the target train that the turnout can be used. If the turnout is in a non-target position—for example, if the turnout is occupied and cannot be moved to the target position, or if the turnout cannot be locked after being moved to the target position and is moved to another position, or if the turnout cannot be locked after being moved to another position and is moved to a preset non-position—the controller sends a notification to the target train that the turnout cannot be used. Then, if the target train can use the turnout, the controller controls the target train to pass through the turnout; if the target train cannot use the turnout, the controller controls the target train to stop before the turnout.

[0078] It is worth noting that during train operation, the perception and positioning system can detect the track ahead, including the location of switches. The equipment in this system includes lidar, millimeter-wave radar, monocular cameras, inertial measurement units, and the BeiDou Navigation Satellite System. By combining AI-based fusion positioning algorithms and obstacle detection algorithms, and through a series of training processes including data collection, cleaning, labeling, model training, and model usage, the perception and positioning system can identify the position of switches (whether they are in the correct, reversed, or not) based on different point cloud data information. Figure 3 (As shown). Thus, during train operation, the sensing and positioning system further determines whether the position of the turnout meets operational requirements. For example, when the sensing and positioning system detects that the current position of the turnout matches and is continuous with the required track path, it reports the information to the onboard controller, which can then control the train to pass through the turnout. Alternatively, if the sensing and positioning system detects that the current position of the turnout does not match the required track path, it reports the information to the onboard controller, which can then control the train to stop before the turnout.

[0079] Furthermore, assuming normal communication between the train and the target controller, the position of the turnout can be detected by the sensing and positioning system, or the train can send a request for turnout usage to the target controller and receive the turnout's position from the target controller. Moreover, if the turnout's position is determined to be out of preset range, the train can autonomously switch its operating path according to the operation plan, or apply for a new operating path from the automatic train monitoring system; this disclosure does not limit this.

[0080] Using the above method, when a train experiences a communication failure, a corresponding control strategy can be determined based on the type of failure. This strategy allows for precise train operation control, which is more efficient than manual remote control. Furthermore, the train's sensing and positioning system monitors the actual operating conditions in real time, preventing unforeseen events from affecting train safety and ensuring safe operation. This enables autonomous train operation during communication failures, improving the operational efficiency of the rail transit system.

[0081] Based on the same inventive concept, this disclosure also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the above-described train control method.

[0082] Based on the same inventive concept, this disclosure also provides an in-vehicle controller, including:

[0083] A memory on which computer programs are stored;

[0084] A processor is used to execute the computer program in the memory to implement the steps of the train control method described above.

[0085] Based on the same inventive concept, this disclosure also provides a train, including the above-mentioned on-board controller.

[0086] Figure 4 This is a block diagram illustrating an in-vehicle controller 400 according to an exemplary embodiment. (Refer to...) Figure 4 The onboard controller 400 includes a processor 401, which may be one or more, and a memory 402 for storing computer programs executable by the processor 401. The computer programs stored in the memory 402 may include one or more modules, each corresponding to a set of instructions. Furthermore, the processor 401 may be configured to execute the computer program to perform the train control method described above.

[0087] Additionally, the vehicle controller 400 may also include a power supply component 405 and a communication component 403. The power supply component 405 can be configured to perform power management of the vehicle controller 400, and the communication component 403 can be configured to enable communication of the vehicle controller 400, such as wired or wireless communication. Furthermore, the vehicle controller 400 may also include an input / output (I / O) interface 404. The vehicle controller 400 can operate on an operating system, such as Windows Server, stored in the memory 402. TM Mac OS X TM Unix TM Linux TM etc.

[0088] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the train control method described above. For example, the non-transitory computer-readable storage medium may be the memory 402 including the program instructions described above, which may be executed by the processor 401 of the on-board controller 400 to complete the train control method described above.

[0089] In another exemplary embodiment, a computer program product is also provided, which includes a computer program executable by a programmable device, the computer program having a code portion for performing the train control method described above when executed by the programmable device.

[0090] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0091] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0092] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A train control method, characterized in that, The method includes: In the event of a communication failure in the target train, the target failure type of the communication failure in the target train shall be determined; Based on the target fault type and the preset correspondence between the fault type and the control strategy, the target control strategy of the target train is determined; The target train is controlled to operate according to the target control strategy. The step of determining the target control strategy for the target train based on the target fault type and the preset correspondence between the fault type and the control strategy includes: When the target fault type indicates that the communication between the target train and the target controller is interrupted, the communication between the target train and the automatic train monitoring system is normal, and the communication between the automatic train monitoring system and the target controller is normal, the target control strategy for the target train is determined to be a remote control strategy. The remote control strategy indicates that the target train is controlled to operate according to remote control commands issued by the automatic train monitoring system; or... When the target fault type indicates that the target train and the target controller have lost communication and the target train and the automatic train monitoring system have lost communication, or when the target fault type indicates that the target train and the target controller have lost communication and the automatic train monitoring system has lost communication, the target control strategy of the target train is determined to be an autonomous control strategy. The autonomous control strategy indicates that the target train is controlled to run according to a preset operation plan.

2. The method according to claim 1, characterized in that, The step of controlling the operation of the target train according to the target control strategy includes: When the target control strategy of the target train is the autonomous control strategy, the adjacent trains of the target train are determined. Based on the communication between the target train and the adjacent train, and the communication between the adjacent train and the target controller, or the communication between the adjacent train and the target controller through the automatic train monitoring system, the target train requests the right to use the line resources, and the operation of the target train is controlled according to the result of the request for the right to use the resources; or, Based on the near-field communication between the target train's near-field communication module and the controller of the line resources, the system requests the target train's access rights to the line resources and controls the operation of the target train according to the results of the access rights request.

3. The method according to claim 2, characterized in that, Access permissions requested via near-field communication have a higher priority than access permissions requested via the target controller.

4. The method according to claim 3, characterized in that, The step of controlling the operation of the target train according to the target control strategy includes: When the target control strategy of the target train is the remote control strategy, based on the communication between the target train and the automatic train monitoring system and the communication between the automatic train monitoring system and the target controller, the target train requests the right to use the line resources. The operation of the target train is controlled based on the result of the permission application.

5. The method according to claim 1, characterized in that, The step of controlling the operation of the target train according to the target control strategy includes: When the target control strategy of the target train is the remote control strategy, the authorized movement distance of the target train is determined according to the minimum distance between the limited running distance in the remote control command issued by the automatic train monitoring system and the runnable distance determined by the perception and positioning system of the target train. The target train is controlled to operate based on the authorized movement distance.

6. The method according to claim 2 or 4, characterized in that, The line resources include turnouts, and the positions of the turnouts include fixed, reverse, and preset non-position. The controller of the turnout can control the turnout to lock when the position of the turnout is fixed or reversed, and move the turnout to the preset non-position when the turnout cannot be locked. The step of controlling the operation of the target train based on the result of the access permission application includes: The controller of the turnout receives the application result for the use permission of the turnout, wherein the application result for the use permission includes the use permission and the non-use permission. The use permission indicates that the position of the turnout is in the target position applied for by the target train and is locked. The non-use permission indicates that the position of the turnout is in a non-target position, including the preset non-position. If the application for the permission to use the train results in an unavailable permission, then the target train is controlled to stop running in front of the switch.

7. The method according to claim 6, characterized in that, Specifically, when the switch is in a first position and cannot be locked, the switch controller can move the switch to a second position and control the switch to lock. The first position is either the positioning position or the reverse position, and the second position is either the positioning position or the reverse position other than the first position. If the turnout cannot be locked in the second position, then the position of the turnout is moved to the preset non-position.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1-7.

9. A vehicle-mounted controller, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-7.

10. A train, characterized in that, Includes the vehicle controller as described in claim 9.

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