Train control method, on-board controller and train

Abstract

The present disclosure relates to a train control method, a vehicle-mounted controller and a train, to reduce the safety risk when the train is laterally offset and ensure the safe operation of the train. The method comprises: determining the lateral offset amount of the train; in the case that the lateral offset amount exceeds the preset normal lateral offset interval of the train, determining the target offset interval corresponding to the lateral offset amount; according to the preset corresponding relationship between the target offset interval and the control strategy, determining the target control strategy corresponding to the target offset interval; and controlling the train to operate 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, an on-board controller, and a train. Background Technology

[0002] Currently, rail transit trains include double-track trains, which run on double-track surfaces. The train consists of guide wheels and running wheels; the guide wheels run inside the track beam, while the running wheels run on the track surface. The train is restrained by the guide wheels and its own limiting crossbars to prevent derailment during operation. However, in extreme situations, such as when the train is speeding on a curve or encountering severe convective weather, the lateral deviation of the train may exceed normal values, posing a certain safety risk. Summary of the Invention

[0003] The purpose of this disclosure is to provide a train control method, an on-board controller, and a train to reduce the safety risks of lateral train deviation and ensure safe train operation.

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

[0005] Determine the lateral offset of the train;

[0006] If the lateral offset exceeds the preset normal lateral offset range of the train, the target offset range corresponding to the lateral offset is determined.

[0007] Based on the preset correspondence between the target offset interval and the control strategy, the target control strategy corresponding to the target offset interval is determined;

[0008] The train operation is controlled according to the target control strategy.

[0009] Optionally, determining the target offset interval corresponding to the lateral offset includes:

[0010] If the absolute value of the lateral offset is greater than the upper limit of the preset normal lateral offset range and less than the preset distance between the axle counting detection plate and the axle counting magnetic head of the train, the target offset range is determined to be an abnormal offset range.

[0011] If the absolute value of the lateral offset is greater than the preset distance, the target offset interval is determined to be an over-limit offset interval.

[0012] Optionally, the abnormal offset interval includes at least two abnormal offset sub-intervals determined according to at least one preset intermediate threshold. The step of determining the target offset interval as the abnormal offset interval when the absolute value of the lateral offset is greater than the upper limit of the preset normal lateral offset interval and less than the preset distance between the axle counter detection plate and the axle counter magnetic head of the train includes:

[0013] If the absolute value of the lateral offset is greater than the upper limit of the preset normal lateral offset interval and less than the preset distance between the axle counting detection plate and the axle counting magnetic head of the train, then, based on the relationship between the lateral offset and the at least one preset intermediate threshold, one abnormal offset sub-interval is determined as the target offset interval from the at least two abnormal offset sub-intervals.

[0014] Optionally, the number of preset intermediate thresholds is one, and the preset intermediate threshold is determined in the following way:

[0015] The difference between the upper limit value and the preset distance is determined, and the preset intermediate threshold is obtained by adding the preset ratio of the absolute value of the difference to the upper limit value.

[0016] Optionally, determining the target control strategy corresponding to the target offset interval based on the preset correspondence between the offset interval and the control strategy includes:

[0017] If the target offset interval is the abnormal offset interval, the target control strategy is determined to be the first control strategy, which includes a strategy to control the train to send an abnormal offset alarm and / or decelerate.

[0018] Optionally, determining the target control strategy corresponding to the target offset interval based on the preset correspondence between the offset interval and the control strategy includes:

[0019] If the target offset range is the over-limit offset range, the first distance required for the train's operating speed to decrease to the preset speed is determined based on the train's current speed and the preset train braking curve.

[0020] Determine a second distance between the train and the first axle counting head in the direction of train travel;

[0021] If the first distance is less than the second distance, the target control strategy is determined to be the second control strategy, which includes a strategy of controlling the train to decelerate and sending an over-limit warning.

[0022] If the first distance is greater than or equal to the second distance, the target control strategy is determined to be a third control strategy, which includes a strategy to control the train to brake and stop and send a collision alarm.

[0023] A second aspect of this disclosure also provides an on-board controller, comprising:

[0024] A memory on which computer programs are stored;

[0025] A processor for executing the computer program in the memory to implement the steps of the method of any one of the first aspects.

[0026] A third aspect of this disclosure also provides a train, the train including a ranging device and an on-board controller, the ranging device being disposed on the undercarriage running gear of the train;

[0027] The ranging device is used to measure the distance between the ranging device and the inner side of the running track beam of the train, and send the measured distance to the vehicle controller;

[0028] The on-board controller is used to receive the measured distance and determine the lateral offset of the train based on the measured distance; if the lateral offset exceeds the preset normal lateral offset range of the train, determine the target offset range corresponding to the lateral offset; determine the target control strategy corresponding to the target offset range based on the preset correspondence between the target offset range and the control strategy; and control the train operation according to the target control strategy.

[0029] Optionally, the train includes an axle counting detection plate, which is connected to the undercarriage running device of the train via an elastic member, so that when the axle counting detection plate collides with an axle counting magnetic head or trackside equipment disposed on the running track of the train, the elastic member drives the axle counting detection plate to move upward.

[0030] Optionally, the side of the axle counting plate that is away from the undercarriage running gear of the train is an arc surface.

[0031] The above technical solution can achieve at least the following technical effects:

[0032] First, the lateral offset of the train is determined. If the lateral offset exceeds the preset normal lateral offset range, the target offset range corresponding to the lateral offset is determined. Then, based on the preset correspondence between the target offset range and the control strategy, the target control strategy corresponding to the target offset range is determined. Finally, the train is controlled according to the target control strategy. This method divides the train's lateral offset into intervals. When the train's lateral offset exceeds the preset normal lateral offset range, different control strategies can be implemented for different offset ranges, ensuring safe train operation.

[0033] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0034] 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:

[0035] Figure 1 This is a schematic flowchart illustrating a train control method according to an embodiment of this disclosure;

[0036] Figure 2 This is a schematic diagram illustrating a lateral offset range and control strategy according to an embodiment of this disclosure;

[0037] Figure 3 This is test data for train braking as shown in an embodiment of this disclosure;

[0038] Figure 4 This is a fitting data for train braking shown in an embodiment of the present disclosure;

[0039] Figure 5 This is a schematic diagram of a train according to an embodiment of the present disclosure;

[0040] Figure 6 This is a schematic diagram of an axle counting detection plate shown in an embodiment of this disclosure;

[0041] Figure 7 This is a schematic diagram of an on-board controller shown in an embodiment of this disclosure. Detailed Implementation

[0042] 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.

[0043] 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.

[0044] 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".

[0045] Traditional railcars use steel wheels. An axle counter magnetic head generator is mounted on the outside of the rail, while the axle counter magnetic head receiver is mounted on the inside. The occupancy and clearance status of a track section is determined by the movement of the steel wheels cutting magnetic lines of force. During operation, collisions between the steel wheels and the magnetic head are impossible. Furthermore, trains running on double-track surfaces include guide wheels and running wheels. The guide wheels run inside the track beam, while the running wheels run on the track surface. The train is restrained by the guide wheels and its own limiting crossbars, thus preventing derailment during operation.

[0046] However, in extreme situations, such as when a train is speeding on a curved section of track or encountering severe convective weather, the lateral deviation of the train may exceed the normal value, posing a certain safety risk. Furthermore, for rubber-tired railcars, the train uses a metal axle counter plate to cut the magnetic lines of force of the axle counter head to determine the occupancy and clearance status of track sections. The axle counter plate is mounted on the train's undercarriage running gear, and the axle counter head is mounted on the inner sidewall of the track beam. If the train's lateral deviation is too large, it may cause the axle counter plate to collide with the axle counter head, posing a significant safety risk.

[0047] In view of this, the present disclosure provides a train control method, an on-board controller, and a train to solve the above problems.

[0048] For reference Figure 1 This disclosure provides a train control method, which includes:

[0049] S101. Determine the lateral offset of the train.

[0050] For example, determining the lateral offset of a train can be achieved by installing a laser rangefinder on the train's undercarriage and measuring the real-time distance between the laser rangefinder and the inner side of the track beam. For instance, the laser rangefinder could be positioned at the train's centerline, and a fixed distance between the train's centerline and the inner side of the track beam could be recorded when the train is stationary. Then, the lateral offset of the train can be obtained by subtracting the fixed distance from the measured distance from the measured distance. Alternatively, the laser rangefinder can be positioned at other locations on the undercarriage, and a fixed distance between the laser rangefinder and the inner side of the track beam, or a measured distance obtained by the laser rangefinder at this time, can be recorded as a reference distance. Then, during train operation, the real-time distance between the laser rangefinder and the inner side of the track beam can be obtained and subtracted from the reference distance to determine the lateral offset of the train.

[0051] In addition, an image acquisition device can be used to acquire track images of the train during operation, and then the offset distance between the train centerline and the track centerline can be determined based on the acquired track images as the lateral offset of the train, etc. This disclosure does not limit this, as long as the lateral offset of the train can be determined.

[0052] S102. If the lateral offset exceeds the train's preset normal lateral offset range, determine the target offset range corresponding to the lateral offset.

[0053] S103. Determine the target control strategy corresponding to the target offset interval based on the preset correspondence between the target offset interval and the control strategy.

[0054] S104. Control train operation according to the target control strategy.

[0055] By employing the above method, the lateral deviation of the train is divided into intervals. When the lateral deviation exceeds the preset normal lateral deviation interval, different control strategies can be implemented for different deviation intervals to ensure safe train operation. Furthermore, it can also prevent excessive lateral deviation of the train, especially for rubber-tired rail trains, reducing the risk of collision between the axle counter detection plate and the axle counter magnetic head.

[0056] 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.

[0057] In one possible way, the target offset interval corresponding to the lateral offset can be determined as follows: if the absolute value of the lateral offset is greater than the upper limit of the preset normal lateral offset interval and less than the preset distance between the axle counting detection plate and the axle counting head of the train, the target offset interval is determined as the abnormal offset interval; and if the absolute value of the lateral offset is greater than the preset distance, the target offset interval is determined as the over-limit offset interval.

[0058] For example, a preset normal lateral offset range can be used as the benchmark for judging whether the train has experienced abnormal offset. The preset normal lateral offset range refers to the lateral offset range that does not affect the train's operation, such as [-X, X]. The specific value can be determined based on factors such as the double track spacing, track beam width, train width, and wheelbase; this disclosure does not impose any restrictions on this. Furthermore, since a collision between the axle counter detection plate and the axle counter head can cause damage or deformation to either the plate or the head, the distance between them when the train is stopped can be used as the upper limit of the train's permissible lateral offset (preset distance). Thus, the abnormal offset range can be obtained as ±[X, S1] and ±[S, ∞], where X is the upper limit of the preset normal lateral offset range and S is the distance between the axle counter detection plate and the axle counter head.

[0059] In one possible approach, the abnormal offset interval includes at least two abnormal offset sub-intervals determined based on at least one preset intermediate threshold. Determining the target offset interval as the abnormal offset interval when the absolute value of the lateral offset is greater than the upper limit of the preset normal lateral offset interval and less than the preset distance between the train's axle counter detection plate and the axle counter head can be done by: determining one of the at least two abnormal offset sub-intervals as the target offset interval based on the relationship between the lateral offset and at least one preset intermediate threshold.

[0060] For example, in addition to coarsely dividing the train's lateral deviation range into three levels—normal, abnormal, and exceeding limits—the abnormal deviation range can be finely divided into multiple abnormal deviation sub-ranges. These multiple sub-ranges can characterize different degrees of deviation severity, allowing for the setting of different control strategies to achieve more precise graded train control. Taking the abnormal deviation range as ±[X, S], an intermediate threshold can be set: X < A1 < A2 < ... < A N <S, thus obtaining the extraordinary offset sub-intervals ±[X, A1], ±[X, A2], and ±[X, A3] N ]、…、±[A N The specific number of intermediate thresholds can be determined based on requirements and the control precision of the train; this disclosure does not impose any restrictions on this.

[0061] In one possible approach, the number of preset intermediate thresholds is one, and the preset intermediate threshold is determined as follows: the difference between the upper limit value and the preset distance is determined, and the preset intermediate threshold is obtained by adding the preset ratio of the absolute value of the difference to the upper limit value.

[0062] For example, the intermediate threshold A can be determined by the following formula:

[0063] A = X + |SX| / n

[0064] Wherein, n can be determined according to the requirements and the control precision of the train, and this disclosure does not impose any restrictions on it.

[0065] For example, if there is one preset intermediate threshold, n can be 3. Taking X as 10mm and S as 100mm as an example, the preset intermediate threshold is 40, and the abnormal offset sub-intervals are ±[10, 40] and ±[40, 100]. If there are two preset intermediate thresholds, the absolute value of the difference can be divided into three equal parts. Then the first n can be 3, and the second n can be 3 / 2, resulting in two preset intermediate thresholds of 40 and 70, and abnormal offset sub-intervals of ±[10, 40], ±[40, 70], ±[70, 100], etc. This disclosure does not impose any restrictions on this.

[0066] It should be noted that the above-described process for determining the preset intermediate threshold is illustrative. In other possible implementations, when using one preset intermediate threshold, the absolute value of the difference can be divided into two equal parts. For example, with X = 10 mm and S = 100 mm, the preset intermediate threshold becomes 55, and the abnormal offset sub-intervals are ±[10, 55] and ±[55, 100]. When using multiple preset intermediate thresholds, in addition to dividing the absolute value of the difference proportionally (e.g., dividing it into three equal parts), other methods can also be used. For instance, considering that the larger the lateral offset of the train, the greater the impact on the train's operational safety, the offset intervals with smaller offsets can be divided with coarse granularity, and the offset intervals with larger offsets can be divided with fine granularity. For example, the abnormal offset sub-intervals can be ±[10, 40], ±[40, 60], ±[60, 80], and ±[80, 100]. The specific determination can be made according to the requirements and the control precision of the train, and this disclosure does not impose any restrictions on this.

[0067] In one possible approach, the target control strategy corresponding to the target offset interval can be determined based on the preset correspondence between the offset interval and the control strategy. In the case that the target offset interval is an abnormal offset interval, the target control strategy is determined to be the first control strategy, which includes strategies for controlling the train to send an abnormal offset alarm and / or decelerate.

[0068] For example, when the train's lateral deviation is within the preset normal lateral deviation range, the train operates normally. When the train's lateral deviation is in the abnormal deviation range, it indicates that the train's lateral deviation is large. An abnormal deviation alarm can be sent to remind staff, or the train can be controlled to slow down to reduce safety risks.

[0069] For example, such as Figure 2As shown, different control strategies can be formulated for different abnormal offset sub-intervals. Taking the above example with X = 10mm, S = 100mm, and abnormal offset sub-intervals of ±[10, 40] (first sub-interval) and ±[40, 100] (second sub-interval), when the train's lateral offset is in the first sub-interval (the offset is relatively small), a three-level alarm can be triggered. Staff (such as dispatchers) can check the alarm information by viewing the train's operation data or accessing the train's camera to check the train's operation status, and issue manual commands based on the train's operation status, such as limiting speed in the section or slowing down. Of course, the train can also be automatically decelerated, and this disclosure does not limit this. The train can resume normal operation after the lateral offset of the train is reduced to the preset normal lateral offset range.

[0070] Alternatively, if the train's lateral deviation is significant in the second sub-section, a secondary alarm can be triggered, and the train can be automatically decelerated, for example, by applying 100% service braking until the lateral deviation decreases to a preset normal lateral deviation range. Afterward, the train can accelerate and resume normal operation. Of course, staff can also view the alarm information and handle it manually; this disclosure does not impose any restrictions on this.

[0071] Furthermore, when there are multiple abnormal offset sub-intervals, such as ±[10, 40], ±[40, 60], ±[60, 80], and ±[80, 100], considering that the greater the lateral offset of the train, the greater the impact on the train's operational safety, multiple control strategies corresponding to abnormal offset sub-intervals can be set based on the positive correlation between the larger the lateral offset of the train and the higher the alarm level of the corresponding control strategy and the greater the train's deceleration. The specific strategy can be determined according to the requirements, and this disclosure does not impose any restrictions on it.

[0072] In one possible approach, the target control strategy corresponding to the target offset interval can be determined based on the preset correspondence between the offset interval and the control strategy. This can be achieved by: when the target offset interval is an over-limit offset interval, determining the first distance required for the train's operating speed to decrease to the preset speed based on the train's current speed and the preset train braking curve; determining the second distance between the train and the first axle counting head in the train's direction of travel; if the first distance is less than the second distance, determining the target control strategy as the second control strategy, which includes controlling the train to decelerate and sending an over-limit offset alarm; or if the first distance is greater than or equal to the second distance, determining the target control strategy as the third control strategy, which includes controlling the train to brake and stop and sending a collision alarm.

[0073] It should be noted that the axle counting section of the train track is divided according to the axle counting head. When the lateral deviation of the train exceeds the preset distance between the axle counting head and the axle counting detection plate, the axle counting detection plate of the continuing train will collide with the axle counting head in the direction of train travel. To minimize the damage caused by the collision, the train can be slowed down. Furthermore, it is considered whether the train's speed at the time of the collision is lower than a preset speed. The train can then be slowed down or braked to a stop. The preset speed can be determined through testing, based on ensuring the safe operation of the train; this disclosure does not impose any limitations on this.

[0074] For example, refer to Figure 2 When the lateral deviation of the train exceeds the limit (excessive deviation), a level one alarm can be issued, and the train can be automatically decelerated, for example, by decelerating the train at 100% service braking speed, or by controlling the train to run at a low speed, such as 10 km / h or km / h. This disclosure does not impose any limitations on this.

[0075] Furthermore, considering whether the train's operating speed is lower than the preset speed when a collision occurs, the preset train braking curve can first be determined based on experiments. Figure 3 This data represents the braking performance of a certain cloud-based shuttle train when it decelerates from 80 km / h to 10 km / h under full load conditions using 100% service braking. From... Figure 3 The data shows that the train's deceleration remains constant below 30 km / h, allowing for calculations based on uniform deceleration. Furthermore, a linear fit is performed on the data between 30 km / h and 80 km / h to obtain... Figure 4 The preset train braking curve is shown.

[0076] For example, suppose that at a certain moment the lateral offset of the train is greater than the preset distance between the axle counting head and the axle counting detection plate, and the train speed is V0. First, the distance S2 (second distance) between the maximum safe leading edge position of the train and the first axle counting head in the direction of train travel can be used to determine the distance S of the train from the starting point of the current axle counting section. a This allows us to determine the distance S from the axle counting head to the starting point of the current axle counting section. b , will S a and S b The absolute value of the difference is defined as S2. Then, based on the preset train braking curve, the distance S1 (first distance) required for the train to decelerate from V0 to the preset speed is determined. For example, the distance S required for V0 to decelerate to 30 km / h can be determined using the following formula (1). c The required distance S for decelerating from 30 km / h to the preset speed is determined according to the following formula (2). d S c and S d Adding them together gives S1:

[0077]

[0078]

[0079] Where -0.0142v+1.5248 is the fitting function for the preset train braking curve before 30km / h, v represents the speed variable, t represents the time variable, t0 represents the initial time, and t c This indicates the time required for the train to decelerate from V0 to 30 km / h. 8.3 represents 8.3 m / s after converting 30 km / h. (t) d This represents the time required for the train to decelerate from 30 km / h to the preset speed, where 'a' represents the deceleration rate of the train from 30 km / h to the preset speed, for example, 1.2 m / s². Then S... c and S d Adding them together gives us S1.

[0080] It should be noted that the above calculation expression is based on Figure 3 The trains corresponding to the data are used as examples. In actual applications, the preset train braking curves of different train models may be different, and the corresponding calculation formulas will also differ. The specific adjustments should be made according to the actual situation, and this disclosure does not impose any restrictions on this.

[0081] For example, when S1 is less than S2, it indicates that the train can reduce its speed to a preset speed before the axle counter detection plate collides with the axle counter head. In this case, the train can be controlled to decelerate and an over-limit deviation alarm can be sent (second control strategy). When S1 is greater than or equal to S2, it indicates that the train cannot reduce its speed to a preset speed before the axle counter detection plate collides with the axle counter head. In this case, the train can be controlled to brake and stop and a collision alarm can be sent (third control strategy). Of course, staff can also view the over-limit deviation alarm or the collision alarm and then perform manual control. In addition, the train's operating status and the reason for triggering the braking stop can be sent to the dispatch center. After the train brakes and stops, staff can take temporary stopping measures or control the train to run at low speed to the platform. Specific measures can be taken according to relevant operating regulations, which will not be elaborated here.

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

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

[0084] A processor is used to execute a computer program in 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, referring to Figure 5The train 500 includes a ranging device 501 and an on-board controller 502. The ranging device 501 is mounted on the undercarriage running gear of the train. The ranging device 501 is used to measure the distance between itself and the inner side of the train's running track beam, and sends the measured distance to the on-board controller. The on-board controller 502 receives the measured distance and determines the lateral offset of the train based on the measured distance. If the lateral offset exceeds the train's preset normal lateral offset range, it determines the target offset range corresponding to the lateral offset. Based on the preset correspondence between the target offset range and the control strategy, it determines the target control strategy corresponding to the target offset range and controls the train's operation according to the target control strategy.

[0086] For example, the ranging device can be a laser ranging device. This device can be positioned at the train's centerline to record a fixed distance between the train's centerline and the inner side of the track beam when the train is stationary. Then, the lateral offset of the train is obtained by subtracting the fixed distance from the measured distance from the measured distance. Alternatively, the laser ranging device can be positioned at other locations on the undercarriage. A fixed distance between the laser ranging device and the inner side of the track beam when the train is stationary, or a measured distance obtained by the laser ranging device at this time, can be recorded as a reference distance. Then, during train operation, the real-time distance between the laser ranging device and the inner side of the track beam is obtained and subtracted from the reference distance to determine the train's lateral offset.

[0087] In addition, the ranging device can also be an image acquisition device, which acquires track images of the train during operation, and then determines the offset distance between the train centerline and the track centerline based on the acquired track images as the lateral offset of the train, etc. This disclosure does not limit this, as long as the lateral offset of the train can be determined.

[0088] The aforementioned train can divide lateral offset into intervals. When the lateral offset exceeds the preset normal lateral offset interval, different control strategies can be implemented for different offset intervals to ensure safe train operation. Furthermore, it can also prevent excessive lateral offset, especially for rubber-tired rail trains, reducing the risk of collision between the axle counter detection plate and the axle counter magnetic head.

[0089] It is worth noting that the axle counting detection plate of the train is currently rigidly connected to the undercarriage running gear. If the axle counting detection plate collides with the axle counting magnetic head, it will be a rigid collision. Even if the train's speed is low at the time of the collision, it will still cause some damage to the axle counting detection plate or the axle counting magnetic head. In addition, there are cable trays installed on the mounting platform inside the track beam. If the cable trays accidentally tilt up, they may also collide with the axle counting monitoring plate.

[0090] Therefore, in the possible ways, refer to Figure 6The train includes an axle counting detection plate, which is connected to the train's undercarriage running gear via an elastic component. When the axle counting detection plate collides with an axle counting magnetic head or trackside equipment located on the train's running track, the elastic component drives the axle counting detection plate to move upward.

[0091] For example, the axle counting plate is connected to the undercarriage running gear of the train via an elastic component. If the axle counting plate collides with the axle counting head or trackside equipment (such as a cable tray) installed on the train's running track, the axle counting plate will compress the spring and move upward under the action of external force, reducing the damage to the axle counting plate, axle counting head, or trackside equipment caused by the collision.

[0092] Among the possible approaches, refer to Figure 6 The side of the axle counting plate that is furthest from the undercarriage running gear of the train is an arc surface.

[0093] For example, the side of the axle counter detection plate furthest from the train's undercarriage running gear is an arc surface. Taking the plan view of the axle counter detection plate as an example, it could be like this: Figure 6 The semicircle shown can also be a fan shape, a semi-ellipse, or other shapes with a rounded edge on the side furthest from the undercarriage running gear; this disclosure does not limit this. Thus, if the axle counting detection plate collides with the axle counting head or trackside equipment (such as a cable tray) installed on the train's running track, the guiding effect of the rounded surface will cause the axle counting detection plate to compress the spring and move upwards under the action of external force, passing along the surface of the axle counting head or trackside equipment, further reducing the damage to the axle counting detection plate, axle counting head, or trackside equipment caused by the collision.

[0094] It should be noted that currently, axle counting detection plates are typically rectangular. The size of the axle counting detection plate is designed based on the requirements of the magnetic head's magnetic line cutting induction. The installation position of the axle counting detection plate is designed based on the distance from the magnetic head and the train's equipment clearance. Taking an axle counting detection plate larger than 300×150mm (length×height) and a distance of 435mm between the axle counting detection plate (lower surface) and the track beam surface as an example, if a semi-circular axle counting detection plate is designed, the radius r of the semi-circular axle counting detection plate is greater than or equal to 212mm. Furthermore, for rectangular axle counting detection plates, the distance between the lower surface and the track beam surface is used as the installation reference distance. Considering that the area of ​​the semi-circular axle counting detection plate gradually decreases near the lower surface, to avoid affecting the sensing effect, the distance between the upper surface and the track beam surface is used as the installation reference distance for the semi-circular axle counting detection plate, i.e., 285mm (435mm-150mm). The above specific values ​​are only for illustrative purposes and should be determined according to actual application and requirements. Other shapes of axle counting detection plates can be designed based on the above principles, which will not be elaborated upon here.

[0095] Figure 7 This is a block diagram illustrating an in-vehicle controller 700 according to an exemplary embodiment. (Refer to...) Figure 7 The on-board controller 700 includes a processor 701, which may be one or more, and a memory 702 for storing computer programs executable by the processor 701. The computer programs stored in the memory 702 may include one or more modules, each corresponding to a set of instructions. Furthermore, the processor 701 may be configured to execute the computer program to perform the train control method described above.

[0096] Additionally, the vehicle controller 700 may also include a power supply component 705 and a communication component 703. The power supply component 705 can be configured to perform power management for the vehicle controller 700, and the communication component 703 can be configured to enable communication between the vehicle controller 700 and other components, such as wired or wireless communication. Furthermore, the vehicle controller 700 may also include an input / output (I / O) interface 704. The vehicle controller 700 can operate on an operating system, such as Windows Server, stored in memory 702. TM Mac OS X TM Unix TM Linux TM etc.

[0097] 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 702 including program instructions, which may be executed by the processor 701 of the on-board controller 700 to complete the train control method described above.

[0098] 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.

[0099] 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.

[0100] 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.

[0101] 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 by, The method comprises: determining a lateral offset of a train; in a case where the lateral offset exceeds a preset normal lateral offset range of the train, determining a target offset range corresponding to the lateral offset; determining a target control strategy corresponding to the target offset range according to a preset correspondence between the offset range and the control strategy; controlling the train to run according to the target control strategy. The determination of the target offset range corresponding to the lateral offset comprises: in a case where an absolute value of the lateral offset is greater than a preset distance between an axle counting plate and an axle counting head of the train, determining the target offset range as an out-of-limit offset range. The determination of the target control strategy corresponding to the target offset range according to the preset correspondence between the offset range and the control strategy comprises: in a case where the target offset range is the out-of-limit offset range, determining a first distance required for a running speed of the train to reduce to a preset speed according to a current speed of the train and a preset train braking curve; determining a second distance between the train and a first axle counting head in a running direction of the train; determining a target control strategy of the train based on the first distance and the second distance, the target control strategy at least ensuring that a running speed of the train is lower than the preset speed when the train collides with the first axle counting head.

2. The method of claim 1, wherein, The determination of the target offset range corresponding to the lateral offset comprises: in a case where the absolute value of the lateral offset is greater than an upper limit value of the preset normal lateral offset range and less than the preset distance, determining the target offset range as an abnormal offset range.

3. The method of claim 2, wherein, The abnormal offset range comprises at least two abnormal offset sub-ranges determined according to at least one preset intermediate threshold value, and the determination of the target offset range as the abnormal offset range in a case where the absolute value of the lateral offset is greater than the upper limit value of the preset normal lateral offset range and less than the preset distance between the axle counting plate and the axle counting head of the train comprises: in a case where the absolute value of the lateral offset is greater than the upper limit value of the preset normal lateral offset range and less than the preset distance between the axle counting plate and the axle counting head of the train, determining an abnormal offset sub-range as the target offset range from the at least two abnormal offset sub-ranges according to a size relationship between the lateral offset and the at least one preset intermediate threshold value.

4. The method of claim 3, wherein, The number of the preset intermediate threshold values is one, and the preset intermediate threshold value is determined by: determining a difference value between the upper limit value and the preset distance, and adding a preset proportion value of an absolute value of the difference value to the upper limit value to obtain the preset intermediate threshold value.

5. The method according to any one of claims 2-4, characterized in that, The determination of the target control strategy corresponding to the target offset range according to the preset correspondence between the offset range and the control strategy comprises: in a case where the target offset range is the abnormal offset range, determining the target control strategy as a first control strategy, the first control strategy comprising a strategy of controlling the train to send an offset abnormality alarm and / or to run at a reduced speed.

6. The method of claim 1, wherein, The determining the target control strategy of the train based on the first distance and the second distance comprises: in the case that the first distance is less than the second distance, determining the target control strategy as a second control strategy, the second control strategy comprising a strategy of controlling the train to run at a deceleration and sending an offset overrun warning; in the case that the first distance is greater than or equal to the second distance, determining the target control strategy as a third control strategy, the third control strategy comprising a strategy of controlling the train to brake and stop and sending a collision warning.

7. An in-vehicle controller characterized by comprising: comprise: a memory having a computer program stored thereon; a processor configured to execute the computer program in the memory to implement the steps of the method of any one of claims 1-6.

8. A train characterized by The train comprises a ranging device and an on-board controller, the ranging device being arranged on a bogie of the train; The ranging device is configured to measure a measurement distance between the ranging device and an inner side of a running track beam of the train, and send the measurement distance to the on-board controller; The on-board controller is configured to receive the measurement distance and determine a lateral offset of the train according to the measurement distance, in the case that the lateral offset exceeds a preset normal lateral offset range of the train, determine a target offset range corresponding to the lateral offset, determine a target control strategy corresponding to the target offset range according to a preset correspondence between the target offset range and control strategies, and control the train to run according to the target control strategy. The on-board controller is configured to, in the case that an absolute value of the lateral offset is greater than a preset distance between an axle counting plate and an axle counting head of the train, determine the target offset range as an overrun offset range, and in the case that the target offset range is the overrun offset range, determine a first distance required for a running speed of the train to decrease to a preset speed according to a current speed of the train and a preset train braking curve, determine a second distance between the train and a first axle counting head in a running direction of the train, and determine a target control strategy of the train based on the first distance and the second distance, the target control strategy ensuring that a running speed of the train is lower than the preset speed when the train collides with the first axle counting head.

9. The train of claim 8, wherein, The train comprises an axle counting plate, the axle counting plate being connected to a bogie of the train through an elastic component, so that the elastic component drives the axle counting plate to move upward when the axle counting plate collides with an axle counting head arranged on a running track of the train or a wayside device.

10. The train of claim 9, wherein, One side of the axle counting plate away from the bogie of the train is a circular arc surface.

Images