Train operation control method and device, equipment, storage medium and program product

Abstract

The invention discloses a train operation control method, device and equipment, a storage medium and a program product, and the method comprises the steps: determining a section where a parking point is located on an operation path of a train entering a station when it is determined that the parking point exists on the operation path of the train entering the station; the position of the parking point is calculated based on the limiting speed of the train at the turnout of the throat area before the train enters the section; and based on the position of the parking point, the train is controlled to be parked in a benchmarking mode. By means of the method and device, automatic benchmarking parking is achieved, the situation that follow-up driving safety and driving efficiency are affected due to the fact that the parking position error is large is avoided, and the technical problem that in the related technology, manual benchmarking is relied on a driver, and train driving safety and train parking accuracy are difficult to guarantee is solved.

Description

Technical Field

[0001] The present invention relates to the field of train control technology, and in particular to a train operation control method, device, equipment, storage medium and program product. Background Art

[0002] At present, when a heavy-loaded railway train stops, it mainly relies on the driver to manually check the mark. The driver needs to always pay attention to the situation of the rear of the train passing the mark. This method is difficult to ensure the safety of the train's running and the accuracy of the train's parking. If the error is large, it will also affect the subsequent driving safety and efficiency. Summary of the invention

[0003] The present invention provides a train operation control method, device, equipment, storage medium and program product, which can solve the technical problem in the prior art that it is difficult to ensure the safety of train operation and the accuracy of train stopping when a heavy-load railway train stops.

[0004] To achieve the above object, the present invention provides the following technical solutions:

[0005] In a first aspect, an embodiment of the present invention provides a train operation control method, the method comprising:

[0006] After it is determined that there is a stop on the running path of the train entering the station, the section where the stop is located on the running path of the train entering the station is determined;

[0007] Calculating the position of the stopping point based on the speed limit of the switch in the throat area before the train enters the section;

[0008] Based on the position of the parking point, the train is controlled to stop at the target point.

[0009] In combination with the first aspect, in one embodiment, after determining that there is a stop point on the running path of the train entering the station, before determining the section where the stop point is located on the running path of the train entering the station, the method includes:

[0010] Obtain the indication status of each signal on the train's running path into the station;

[0011] Based on each of the indication states, it is determined whether there is a stop on the running path of the train entering the station.

[0012] In combination with the first aspect, in one implementation, the step of determining whether there is a stop on the running path of the train entering the station based on each of the indication states includes:

[0013] If each of the indication states is a pass-allowing indication signal state, it is determined that there is no stopping point on the running path of the train entering the station;

[0014] If at least one of the indication states is a prohibited passage indication signal state, it is determined that there is a stop on the running path of the train entering the station.

[0015] In combination with the first aspect, in one embodiment, the step of calculating the position of the stop point based on the speed limit of the switch in the throat area before the train enters the section includes:

[0016] Obtain the speed limit of the switch in the throat area before the train enters the section;

[0017] Determining the traction force corresponding to the speed limit based on the corresponding relationship between the speed and the traction force;

[0018] Substitute the speed limit and the traction force into a preset formula to calculate the distance between the parking point and the end point of the previous runway. The preset formula is as follows:

[0019]

[0020] In the formula, F represents the traction force, V switch Indicates the speed limit of the turnout in the throat area, L4 indicates the distance between the stop point and the end point of the previous turnout;

[0021] The position of the parking point is calculated based on the end point of the previous run and the distance between the parking point and the end of the previous run.

[0022] In combination with the first aspect, in one implementation, determining the section where the parking point is located on the running path of the train entering the station includes:

[0023] Determine the section between the first target signal and the second target signal as the section where the stop point is located on the running path of the train entering the station;

[0024] The first target signal is the last signal of N consecutive signal machines whose indication state is the state of allowing passage on the running path of the train entering the station;

[0025] The second target signal is a signal that is on the running path of the train entering the station and is the closest to the first target signal among the signals whose indication state is a no-travel indication signal state.

[0026] In a second aspect, an embodiment of the present invention provides a train operation control device, the device comprising:

[0027] An information determination module is configured to determine the section of the running path of the train entering the station where the stopping point is located after it is determined that there is a stopping point on the running path of the train entering the station;

[0028] A calculation module configured to calculate the position of the stopping point based on the speed limit of the switch in the throat area before the train enters the section;

[0029] The control module is configured to control the train to stop at a designated location based on the location of the stop point.

[0030] In conjunction with the second aspect, in one implementation, the computing module is specifically configured to:

[0031] Obtain the speed limit of the switch in the throat area before the train enters the section;

[0032] Determining the traction force corresponding to the speed limit based on the corresponding relationship between the speed and the traction force;

[0033] Substitute the speed limit and the traction force into a preset formula to calculate the distance between the parking point and the end point of the previous runway. The preset formula is as follows:

[0034]

[0035] In the formula, F represents the traction force, V switch Indicates the speed limit of the turnout in the throat area, L4 indicates the distance between the stop point and the end point of the previous turnout;

[0036] The position of the parking point is calculated based on the end point of the previous run and the distance between the parking point and the end of the previous run.

[0037] In a third aspect, an embodiment of the present invention further provides an electronic device, comprising: a memory, a processor; the processor is used to read and execute a computer program stored in the memory to implement the steps of the aforementioned train operation control method.

[0038] In a fourth aspect, an embodiment of the present invention further provides a computer storage medium, wherein the computer storage medium stores computer executable instructions, and the computer executable instructions, when executed, implement the steps of the aforementioned train operation control method.

[0039] In a fifth aspect, an embodiment of the present invention further provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the aforementioned train operation control method.

[0040] The beneficial effects brought by the technical solution provided by the embodiment of the present invention include:

[0041] After it is determined that there is a stop point on the running path of the train entering the station, the section where the stop point is located on the running path of the train entering the station is determined; based on the speed limit of the turnout in the throat area before the train enters the section, the position of the stop point is calculated; based on the position of the stop point, the train is controlled to stop according to the mark. Through the present invention, automatic stop according to the mark is realized, avoiding large errors in the parking position that affect the subsequent driving safety and driving efficiency, and solving the technical problem in the related technology that it is difficult to ensure the safety of train driving and the accuracy of train parking by relying on manual marking by the driver. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0043] Figure 1 It is a flow chart of the first embodiment of the train operation control method of the present invention;

[0044] Figure 2 A first schematic diagram of a train entry operation path of the present invention;

[0045] Figure 3 A second schematic diagram of the train entry operation path of the present invention;

[0046] Figure 4 A third schematic diagram of the train entry operation path of the present invention;

[0047] Figure 5 A fourth schematic diagram of the train entry operation path of the present invention;

[0048] Figure 6 A fifth schematic diagram of the train entry operation path of the present invention;

[0049] Figure 7 This is a schematic diagram of the change in the speed of the train stopping at a designated location according to the present invention;

[0050] Figure 8 This is a schematic diagram of the train parking position according to the present invention;

[0051] Fig. 9 It is a flow chart of the second embodiment of the train operation control method of the present invention;

[0052] Fig.10 A schematic diagram of functional modules of an embodiment of a train operation control device of the present invention;

[0053] Fig.11 The figure is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] To make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0056] In a first aspect, an embodiment of the present invention provides a train operation control method.

[0057] In one embodiment, referring to Figure 1 , Figure 1 FIG. 1 is a flow chart of the first embodiment of the train operation control method of the present invention. Figure 1 As shown, the train operation control method includes:

[0058] Step S10, after determining that there is a stop on the running path of the train entering the station, determining the section where the stop is located on the running path of the train entering the station;

[0059] In some specific embodiments, step S10 includes:

[0060] Determine the section between the first target signal and the second target signal as the section where the stop point is located on the running path of the train entering the station;

[0061] The first target signal is the last signal among the N consecutive signal machines whose indication state is the passing indication signal state on the running path of the train entering the station;

[0062] The second target signal is a signal on the running path of the train entering the station, and is the signal closest to the first target signal among the signals whose indication state is the no-passage indication signal state.

[0063] In this embodiment, refer to Figure 2 , Figure 2 FIG. 1 is a first schematic diagram of the train entry operation path of the present invention. Figure 2As shown, the running direction of the train entering the station is the downward direction, and the running path of the train entering the station must pass through the section between the downward station signal machine X and the downward station signal machine X3. On the running path of the train entering the station, the downward station signal machine X is a downward station signal machine with an indication state of the allowed passage indication signal state, and it is the last downward station signal machine, so the downward station signal machine X is determined to be the first target signal machine. Among the downward station signals with an indication state of the prohibited passage indication signal state on the running path of the train entering the station, the one closest to the first target signal machine X is the downward station signal machine X3, so the downward station signal machine X3 is determined to be the second target signal machine. That is, the section between the downward station signal machine X and the downward station signal machine X3 is determined to be the section where the stop point is located on the running path of the train entering the station. Figure 2 In the figure, SILQ indicates the up line 1 departure section, XILQ indicates the down line 1 departure section, X3JG indicates the down line 3 approach section, X3 indicates that the down line signal is numbered 3, S3 indicates that the up line signal is numbered 3, IG1 indicates that track G1 is numbered I, IIG1 indicates that track G1 is numbered II, and so on.

[0064] Step S20, calculating the position of the stop point based on the speed limit of the turnout in the throat area before the train enters the section;

[0065] In some specific embodiments, step S20 includes:

[0066] Obtain the speed limit of the switch in the throat area before the train enters the section;

[0067] Determining the traction force corresponding to the speed limit based on the corresponding relationship between the speed and the traction force;

[0068] Substitute the speed limit and the traction force into a preset formula to calculate the distance between the parking point and the end point of the previous runway. The preset formula is as follows:

[0069]

[0070] In the formula, F represents the traction force, V switch Indicates the speed limit of the turnout in the throat area, L4 indicates the distance between the stop point and the end point of the previous turnout;

[0071] The position of the parking point is calculated based on the end point of the previous run and the distance between the parking point and the end of the previous run.

[0072] In this embodiment, refer to Figure 7 , Figure 7 This is a schematic diagram of the change in the speed of the train stopping at a designated location according to the present invention. Figure 2 and Figure 7As shown, the train maintains the maximum speed V when running in X3JG (downward 3 approaching section). max , get the speed limit V of the turnout in the throat area before the train enters the down-line station signal X switch , and based on the corresponding relationship between speed and traction, determine the traction F corresponding to the speed limit V. Before the rear of the train passes 3G1 (3 track 1), the train speed does not exceed V switch After passing 3G1, the train slows down and brakes. The stopping point is the position where the train stops after the speed is reduced to 0 after entering 3G2. Figure 7 Where L1 is the distance from the train head to the throat area before the train enters the down-line station signal X, L2 is the length of the throat area, L3 is the length of 3G1, and L4 is the distance between the end of the previous track (the end of 3G1) and the parking point. That is, the train running speed in the L1 section is V max , in the L2 section, the train running speed is V max Reduce to V switch After entering the throat area, the train runs at a speed of V on 3G1. switch After exiting 3G1, the train speed dropped to 0 and stopped.

[0073] After exiting 3G1, the distance the train stops at is L4. Specifically, the speed limit and traction are substituted into the preset formula: The distance between the parking point and the end point of the previous track (3G1 end point) is calculated. In the formula, F represents the traction force, V switch It indicates the speed limit of the turnout in the throat area, and L4 indicates the distance between the stop point and the end point of the previous turnout.

[0074] Based on the end point of the previous run and the distance between the parking point and the end of the previous run, the position of the parking point can be calculated through trigonometric functions.

[0075] Step S30, based on the position of the parking point, controlling the train to stop at the target point.

[0076] In this embodiment, refer to Figure 8 , Figure 8 This is a schematic diagram of the parking position of the train according to the present invention. Figure 8 As shown, the train is running in 4G (track 4). If the train is going up, the rear of the train needs to be separated from the transponder at the down signal X4 by one locomotive length, and then the length of the train itself is subtracted. The remaining distance between the transponder at the up signal S4 and the transponder at the down signal X4 is the position where the up train head is allowed to stop.

[0077] If the train is going down, the rear of the train needs to be separated from the transponder at the up signal S4 by one locomotive length, and then the length of the train itself is subtracted. The remaining distance between the transponder at the up signal S4 and the transponder at the down signal X4 is the position where the up train head is allowed to stop. In this embodiment, the distance between the transponder at the down signal X4 and the down signal X4 is 55m, and the distance between the transponder at the up signal S4 and the up signal S4 is 55m.

[0078] After obtaining the location S of the parking point, the DCC (Data Management Control Center) sends the location information of the parking point to the ATP (Automatic Train Protection) to control the train to stop at the designated location through ATP.

[0079] In this embodiment, after determining that there is a stop on the running path of the train entering the station, the section where the stop is located on the running path of the train entering the station is determined; based on the speed limit of the switch in the throat area before the train enters the section, the position of the stop is calculated; based on the position of the stop, the train is controlled to stop at the mark. Through this embodiment, automatic stop at the mark is realized, avoiding large errors in the parking position that affect subsequent driving safety and driving efficiency, and solving the technical problem in the related technology that it is difficult to ensure the safety of train driving and the accuracy of train parking by relying on manual marking by the driver.

[0080] Optionally, in one embodiment, referring to Fig. 9 , Fig. 9 FIG. 2 is a flow chart of the second embodiment of the train operation control method of the present invention. Fig. 9 As shown, before step S10, it includes:

[0081] Step S001, obtaining the indication status of each signal on the running path of the train entering the station;

[0082] In this embodiment, the indication state of each signal includes a pass-allowed indication signal state and a pass-forbidden indication signal state. Figure 2 , each signal on the running path of the train entering the station is a down signal X and a down signal X3, then the indication status of the down signal X and the down signal X3 is obtained.

[0083] In another embodiment, referring to Figure 4 , each signal on the running path of the train entering the station is a down signal X and a down signal XI, then the indication status of the down signal X and the down signal XI is obtained.

[0084] In another embodiment, referring to Figure 6, each signal on the running path of the train entering the station is a down signal X, a down signal XLI and a down signal XI, then the indication status of the down signal X, the down signal XLI and the down signal XI is obtained.

[0085] Step S002: Based on each of the indication states, determine whether there is a stop on the running path of the train entering the station.

[0086] In some specific embodiments, step S002 includes:

[0087] If each of the indication states is a pass-allowing indication signal state, it is determined that there is no stopping point on the running path of the train entering the station;

[0088] If at least one of the indication states is a prohibited passage indication signal state, it is determined that there is a stop on the running path of the train entering the station.

[0089] In this embodiment, continue to refer to Figure 2 , the indication state of the downlink signal X is the state of the allowed passage indication signal, and the indication state of the downlink signal X3 is the state of the prohibited passage indication signal, that is, there is at least one signal whose indication state is the prohibited passage indication signal state on the running path of the train entering the station, then it is determined that there is a stop on the running path of the train entering the station.

[0090] Reference Figure 3 , the indication state of the down signal X is the state of the indication signal that allows passage, and the indication state of the down signal X3 is the state of the indication signal that allows passage, that is, the indication state of each signal on the running path of the train entering the station is the state of the indication signal that allows passage, then it is determined that there is no stopping point on the running path of the train entering the station.

[0091] Continue to refer to Figure 4 , the indication state of the down signal X is the state of the allowed passage indication signal, and the indication state of the down signal XI is the state of the prohibited passage indication signal, that is, there is at least one signal whose indication state is the prohibited passage indication signal state on the running path of the train entering the station, then it is determined that there is a stopping point on the running path of the train entering the station.

[0092] Reference Figure 5 , the indication state of the down signal X is the state of the indication signal that allows passage, and the indication state of the down signal XI is the state of the indication signal that allows passage, that is, the indication state of each signal on the running path of the train entering the station is the state of the indication signal that allows passage, then it is determined that there is no stopping point on the running path of the train entering the station.

[0093] Reference Figure 6, the indication status of the down signal X and the down signal XLI is the state of the allowed passage indication signal, and the indication status of the down signal XI is the state of the prohibited passage indication signal, that is, there is at least one signal whose indication status is the prohibited passage indication signal state on the running path of the train entering the station, then it is determined that there is a stopping point on the running path of the train entering the station.

[0094] In a second aspect, an embodiment of the present invention further provides a train operation control device.

[0095] In one embodiment, referring to Fig.10 , Fig.10 FIG. 1 is a functional module diagram of an embodiment of a train operation control device of the present invention. Fig.10 As shown, the train operation control device includes:

[0096] The information determination module 10 is configured to determine the section where the stopping point is located on the running path of the train entering the station after determining that there is a stopping point on the running path of the train entering the station;

[0097] A calculation module 20, configured to calculate the position of the stop point based on the speed limit of the switch in the throat area before the train enters the section;

[0098] The control module 30 is configured to control the train to stop at a designated location based on the location of the stop point.

[0099] Optionally, in one embodiment, the train operation control device further includes a judgment module configured to:

[0100] Obtain the indication status of each signal on the train's running path into the station;

[0101] Based on each of the indication states, it is determined whether there is a stop on the running path of the train entering the station.

[0102] Optionally, in one embodiment, the judgment module is configured to:

[0103] If each of the indication states is a pass-allowing indication signal state, it is determined that there is no stopping point on the running path of the train entering the station;

[0104] If at least one of the indication states is a prohibited passage indication signal state, it is determined that there is a stop on the running path of the train entering the station.

[0105] Optionally, in one embodiment, the computing module 20 is configured to:

[0106] Obtain the speed limit of the switch in the throat area before the train enters the section;

[0107] Determining the traction force corresponding to the speed limit based on the corresponding relationship between the speed and the traction force;

[0108] Substitute the speed limit and the traction force into a preset formula to calculate the distance between the parking point and the end point of the previous runway. The preset formula is as follows:

[0109]

[0110] In the formula, F represents the traction force, V switch Indicates the speed limit of the turnout in the throat area, L4 indicates the distance between the stop point and the end point of the previous turnout;

[0111] The position of the parking point is calculated based on the end point of the previous run and the distance between the parking point and the end of the previous run.

[0112] Optionally, in one embodiment, the computing module 20 is further configured to:

[0113] Determine the section between the first target signal and the second target signal as the section where the stop point is located on the running path of the train entering the station;

[0114] The first target signal is the last signal of N consecutive signal machines whose indication state is the state of allowing passage on the running path of the train entering the station;

[0115] The second target signal is a signal that is on the running path of the train entering the station and is the closest to the first target signal among the signals whose indication state is a no-travel indication signal state.

[0116] Among them, the functional implementation of each module in the above-mentioned train operation control device corresponds to the various steps in the above-mentioned train operation control method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0117] In a third aspect, an embodiment of the present invention further provides an electronic device, whose structure is as follows: Fig.11 As shown, it includes: a memory and a processor, and the processor is used to read and execute the computer program stored in the memory to implement the aforementioned train operation control method.

[0118] In a fourth aspect, an embodiment of the present invention further provides a computer storage medium, wherein the computer storage medium stores computer executable instructions, and the computer executable instructions, when executed, implement the aforementioned train operation control method.

[0119] In the fifth aspect, an embodiment of the present invention provides a computer program product, which is stored in a storage medium and is executed by at least one processor to implement the various processes of the above-mentioned train operation control method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0120] Finally, it should be noted that: in some processes described in the embodiments of the present invention, multiple operations or steps appearing in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present invention or may be executed in parallel, and the sequence number of the operation is only used to distinguish between different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0121] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A train operation control method, characterized in that: The method comprises: After it is determined that there is a stop on the running path of the train entering the station, the section where the stop is located on the running path of the train entering the station is determined; Calculating the position of the stopping point based on the speed limit of the switch in the throat area before the train enters the section; Based on the position of the parking point, the train is controlled to stop at the target point.

2. The train operation control method according to claim 1, characterized in that: After determining that there is a stop point on the running path of the train entering the station, and before determining the section where the stop point is located on the running path of the train entering the station, the method includes: Obtain the indication status of each signal on the train's running path into the station; Based on each of the indication states, it is determined whether there is a stop on the running path of the train entering the station.

3. The train operation control method according to claim 2, characterized in that: The step of determining whether there is a stop on the running path of the train entering the station based on each of the indication states comprises: If each of the indication states is a pass-allowing indication signal state, it is determined that there is no stopping point on the running path of the train entering the station; If at least one of the indication states is a prohibited passage indication signal state, it is determined that there is a stop on the running path of the train entering the station.

4. The train operation control method according to claim 1, characterized in that: The step of calculating the position of the stop point based on the speed limit of the turnout in the throat area before the train enters the section comprises: Obtain the speed limit of the switch in the throat area before the train enters the section; Determining the traction force corresponding to the speed limit based on the corresponding relationship between the speed and the traction force; Substitute the speed limit and the traction force into a preset formula to calculate the distance between the parking point and the end point of the previous runway. The preset formula is as follows: In the formula, F represents the traction force, V switch Indicates the speed limit of the turnout in the throat area, L4 indicates the distance between the stop point and the end point of the previous turnout; The position of the parking point is calculated based on the end point of the previous run and the distance between the parking point and the end of the previous run.

5. The train operation control method according to claim 1, characterized in that: The step of determining the section where the stop point is located on the running path of the train entering the station comprises: Determine the section between the first target signal and the second target signal as the section where the stop point is located on the running path of the train entering the station; The first target signal is the last signal of N consecutive signal machines whose indication state is the state of allowing passage on the running path of the train entering the station; The second target signal is a signal that is on the running path of the train entering the station and is the closest to the first target signal among the signals whose indication state is a no-travel indication signal state.

6. A train operation control device, characterized in that: The device comprises: An information determination module is configured to determine the section of the running path of the train entering the station where the stopping point is located after it is determined that there is a stopping point on the running path of the train entering the station; A calculation module configured to calculate the position of the stopping point based on the speed limit of the switch in the throat area before the train enters the section; The control module is configured to control the train to stop at a designated location based on the location of the stop point.

7. The train operation control device according to claim 6, characterized in that: The computing module is specifically configured to: Obtain the speed limit of the switch in the throat area before the train enters the section; Determining the traction force corresponding to the speed limit based on the corresponding relationship between the speed and the traction force; Substitute the speed limit and the traction force into a preset formula to calculate the distance between the parking point and the end point of the previous runway. The preset formula is as follows: In the formula, F represents the traction force, V switch Indicates the speed limit of the turnout in the throat area, L4 indicates the distance between the stop point and the end point of the previous turnout; The position of the parking point is calculated based on the end point of the previous run and the distance between the parking point and the end of the previous run.

8. An electronic device, characterized in that: include: Memory and processor; The processor is used to read and execute the computer program stored in the memory to implement the steps of the train operation control method as described in any one of claims 1-5.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed, the steps of the train operation control method as described in any one of claims 1-5 are implemented.

10. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instructions are executed by a processor, the steps of the train operation control method as described in any one of claims 1-5 are implemented.

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