Train control method and vehicle-mounted controller

Abstract

The invention provides a train control method and a vehicle-mounted controller. The safety of train operation is improved. Comprising the following steps: when a train runs in an RM mode with a control level as an interlocking level, sending an identifier of a first target annunciator to target interlocking equipment every first specified duration; if the current state of the first target signal machine sent by the target interlocking equipment is a first state and the distance between the head of the train and the first target signal machine is determined to be smaller than a first specified distance, switching the control level of the train to a point type control level, and determining a current point type MA of the train based on the position of the tail of the train; and controlling the train to operate based on the current point mode MA, receiving route information sent by the target interlocking equipment every second specified duration, updating the current point mode MA based on the route information, and controlling the train to operate based on the updated current point mode MA.

Description

Background Art

[0002] The point control level of the train is a downgraded control mode of the CBTC (Communication Based Train Control System) system.

[0003] In the prior art, such as Figure 1 As shown, when the train is at the point control level, the LEU (Lineside Electronic Unit) receives the control command sent by the interlocking device, selects the corresponding balise message information (including but not limited to the turnout information and signal information in the single route ahead), and sends the balise message information to the active balise. When the train passes the active balise, the balise message sent by the active balise is received by the BTM (Balise Transfer Module) antenna, and then the balise message is sent to the ATP (Automatic Train Protection) device in the onboard controller through the BTM host. After receiving the balise message, the ATP device calculates the point MA (movement authority) and generates a speed curve to protect the safe operation of the train. However, this method requires the layout of multiple LEUs and active balises along the track line on the ground, resulting in high costs, and the point MA calculated by this method is valid once and is fixed. However, when the train enters the current route, if abnormal conditions such as turnout changes occur in the route, the safety of the train operation will be low. Summary of the invention

[0004] In an exemplary embodiment of the present disclosure, a train control method and an on-board controller are provided to improve the safety of train operation and save the cost of the train.

[0005] A first aspect of the present disclosure provides a train control method, which is applied to an on-board controller, and the method comprises:

[0006] When the train is running in the RM mode with the control level being the interlocking level, the identification of the first target signal is sent to the target interlocking device at a first specified time interval, so that the target interlocking device determines the current state of the first target signal based on the identification of the first target signal; wherein the first target signal is the signal closest to the train in front of the train;

[0007] If the current state of the first target signal received from the target interlocking device is the first state, and it is determined that the distance between the front of the train and the first target signal is less than the first specified distance, the control level of the train is switched to the point control level, and the current point MA of the train is determined based on the position of the rear of the train;

[0008] Control the train to run based on the current point-type MA, and receive route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of the signal machine in front of the train, track section information, and turnout information;

[0009] The current point-to-point MA is updated based on the route information to obtain an updated current point-to-point MA, and the train is controlled to run based on the updated current point-to-point MA.

[0010] In this embodiment, after the train obtains the current point MA at the point control level, each time the route information sent by the target interlocking device is received, the current point MA will be updated based on the route information, and the train will be controlled to run based on the updated point MA. Therefore, the current point MA of the train in the embodiment of the present application will be updated as the route information changes, and is not fixed, so the safety of train operation is improved.

[0011] In one embodiment, the current point MA includes an MA starting position and an MA ending position;

[0012] The determining of the current point MA of the train based on the position of the rear end of the train comprises:

[0013] Determining the starting position of the MA according to the position of the rear end of the train and a second specified distance;

[0014] The terminal position of the terminal route of the train is determined as the MA terminal position, wherein the terminal route is a route in which the starting signal is in the first state and the terminal signal is in the second state among the routes ahead of the train, and the starting signal is a signal located at the starting position of the route, and the terminal signal is a signal located at the terminal position of the route.

[0015] In one embodiment, the state information of the signal includes the current state of each signal in front of the train; if the track section information is that the state information of each route within the target range of the train is that the route is normal, and the turnout information is that the turnout is normal;

[0016] The updating of the current point-type MA based on the route information to obtain an updated current point-type MA includes:

[0017] If it is determined based on the state information of the signal that the current states of the second target signals are all the first state, then based on the state information of the signal, the third target signals other than the second target signals among the signals located in front of the train are traversed in sequence according to the target order, wherein the second target signal is the signal within the current point-type MA;

[0018] For any traversed third target signal, if the current state of the third target signal is the first state, the traversal is continued according to the target sequence until the third target signal whose current state is the second state is traversed, and the end position of the protection section of the front route of the route where the third target signal whose current state is the second state is located is determined as the end position of the current point MA, wherein the target sequence is the same as the order in which the train arrives at each third target signal, and the time when the train arrives at the front route is earlier than the time when the train arrives at the route where the third target signal is located.

[0019] In one embodiment, after determining the end position of the protection section of the route located in front of the third target signal whose current state is the second state as the end position of the current point MA, the method further includes:

[0020] Determine that the length of the current point-type MA is not greater than a specified length, wherein the length of the current point-type MA is obtained by an MA starting position and an MA ending position of the current point-type MA.

[0021] In one embodiment, the method further comprises:

[0022] If the length of the current point-to-point MA is greater than the specified length, the position corresponding to the specified length is determined as the end position of the current point-to-point MA, and the current point-to-point MA is determined as the updated current point-to-point MA, wherein the position corresponding to the specified length is obtained based on the specified length and the rear position of the train.

[0023] In one embodiment, the method further comprises:

[0024] If, based on the status information of the signal, it is determined that there is an abnormally closed second target signal among the second target signals within the current point-type MA, the end position of the protection section of the target route corresponding to the abnormally closed second target signal is determined as the MA end position of the current point-type MA, wherein the target route is a route in which the signal type of the abnormally closed signal in the route is a terminal signal, wherein the abnormally closed second target signal is a second target signal whose current state is the second state.

[0025] In one embodiment, the updating of the current point-type MA based on the route information includes:

[0026] If the track section information is a target route with a route fault among the routes within the target range of the train, the end position of the route adjacent to the target route and in front of the target route in the running direction of the train is determined as the MA end position of the current point-type MA, wherein the target range starts from the route that is located behind the current route of the train in the running direction of the train and adjacent to the current route of the train, and ends at the MA end position of the current point-type MA, and the time when the train arrives at the target route is later than the time when the train arrives at the route in front of the target route; or,

[0027] If the information of the route switch is that there is a route with a switch position loss in each route ahead of the train except the current route of the train, then the end position of the route located in front of the route with the switch loss and adjacent to the route with the switch loss will be determined as the MA end position of the current point-type MA.

[0028] In one embodiment, after receiving the route information sent by the target interlocking device, the method further includes:

[0029] If the route information is route abnormality information, the current point MA is set to an invalid MA, and the train is controlled to perform emergency braking, wherein the route abnormality information includes at least one of the following: communication with the target interlocking device is interrupted, the position of the train is lost, the next route of the current route of the train in the running direction of the train is abnormally occupied, the switch position of the current route of the train is changed, and the switch position of the current route of the train is lost.

[0030] A second aspect of the present disclosure provides a vehicle-mounted controller, comprising a processor and a memory, wherein the processor and the memory are connected via a bus;

[0031] The memory stores a computer program, and the processor is configured to perform the following operations based on the computer program:

[0032] When the train is running in the RM mode with the control level being the interlocking level, the identification of the first target signal is sent to the target interlocking device at a first specified time interval, so that the target interlocking device determines the current state of the first target signal based on the identification of the first target signal; wherein the first target signal is the signal closest to the train in front of the train;

[0033] If the current state of the first target signal received from the target interlocking device is the first state, and it is determined that the distance between the front of the train and the first target signal is less than the first specified distance, the control level of the train is switched to the point control level, and the current point MA of the train is determined based on the position of the rear of the train;

[0034] Control the train to run based on the current point-type MA, and receive route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of the signal machine in front of the train, track section information, and turnout information;

[0035] The current point-to-point MA is updated based on the route information to obtain an updated current point-to-point MA, and the train is controlled to run based on the updated current point-to-point MA.

[0036] In one embodiment, the current point MA includes an MA starting position and an MA ending position;

[0037] The processor performs the step of determining the current point MA of the train based on the position of the rear of the train, and is specifically configured as follows:

[0038] Determining the starting position of the MA according to the position of the rear end of the train and a second specified distance;

[0039] The terminal position of the terminal route of the train is determined as the MA terminal position, wherein the terminal route is a route in which the starting signal is in the first state and the terminal signal is in the second state among the routes ahead of the train, and the starting signal is a signal located at the starting position of the route, and the terminal signal is a signal located at the terminal position of the route.

[0040] In one embodiment, the state information of the signal includes the current state of each signal in front of the train; if the track section information is that the state information of each route within the target range of the train is that the route is normal, and the turnout information is that the turnout is normal;

[0041] The processor executes the updating of the current point-type MA based on the route information to obtain the updated current point-type MA, and is specifically configured as follows:

[0042] If it is determined based on the state information of the signal that the current states of the second target signals are all the first state, then based on the state information of the signal, the third target signals other than the second target signals among the signals located in front of the train are traversed in sequence according to the target order, wherein the second target signal is the signal within the current point-type MA;

[0043] For any traversed third target signal, if the current state of the third target signal is the first state, the traversal is continued according to the target sequence until the third target signal whose current state is the second state is traversed, and the end position of the protection section of the front route of the route where the third target signal whose current state is the second state is located is determined as the end position of the current point MA, wherein the target sequence is the same as the order in which the train arrives at each third target signal, and the time when the train arrives at the front route is earlier than the time when the train arrives at the route where the third target signal is located.

[0044] In one embodiment, the processor is further configured to:

[0045] After determining the end position of the protection section of the route located in front of the third target signal whose current state is the second state as the end position of the current point-type MA, determine that the length of the current point-type MA is not greater than the specified length, wherein the length of the current point-type MA is obtained by the MA starting position and the MA end position of the current point-type MA.

[0046] In one embodiment, the processor is further configured to:

[0047] If the length of the current point-to-point MA is greater than the specified length, the position corresponding to the specified length is determined as the end position of the current point-to-point MA, and the current point-to-point MA is determined as the updated current point-to-point MA, wherein the position corresponding to the specified length is obtained based on the specified length and the rear position of the train.

[0048] In one embodiment, the processor is further configured to:

[0049] If, based on the status information of the signal, it is determined that there is an abnormally closed second target signal among the second target signals within the current point-type MA, the end position of the protection section of the target route corresponding to the abnormally closed second target signal is determined as the MA end position of the current point-type MA, wherein the target route is a route in which the signal type of the abnormally closed signal in the route is a terminal signal, wherein the abnormally closed second target signal is a second target signal whose current state is the second state.

[0050] In one embodiment, the processor executes the updating of the current point-type MA based on the route information, and is specifically configured as follows:

[0051] If the track section information is a target route with a route fault among the routes within the target range of the train, the end position of the route adjacent to the target route and in front of the target route in the running direction of the train is determined as the MA end position of the current point-type MA, wherein the target range starts from the route that is located behind the current route of the train in the running direction of the train and adjacent to the current route of the train, and ends at the MA end position of the current point-type MA, and the time when the train arrives at the target route is later than the time when the train arrives at the route in front of the target route; or,

[0052] If the information of the route switch is that there is a route with a switch position loss in each route ahead of the train except the current route of the train, then the end position of the route located in front of the route with the switch loss and adjacent to the route with the switch loss will be determined as the MA end position of the current point-type MA.

[0053] In one embodiment, the processor is further configured to:

[0054] After receiving the route information sent by the target interlocking device, if the route information is route abnormality information, the current point MA is set to an invalid MA, and the train is controlled to perform emergency braking, wherein the route abnormality information includes at least one of the following: communication with the target interlocking device is interrupted, the position of the train is lost, the next route of the current route of the train in the running direction of the train is abnormally occupied, the switch position of the current route of the train is changed, and the switch position of the current route of the train is lost.

[0055] According to a third aspect provided by an embodiment of the present disclosure, a computer storage medium is provided, wherein the computer storage medium stores a computer program, and the computer program is used to execute the method as described in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0057] Figure 1 A schematic diagram of a scene of train control in the prior art according to an embodiment of the present disclosure;

[0058] Figure 2 A schematic diagram of a scenario of a train control method according to an embodiment of the present disclosure;

[0059] Figure 3 This is one of the flow charts of a train control method according to an embodiment of the present disclosure;

[0060] Figure 4 A schematic diagram of determining a target interlocking device according to an embodiment of the present disclosure;

[0061] Figure 5 is a schematic diagram of a train at a point control level according to an embodiment of the present disclosure;

[0062] Figure 6 is a schematic diagram of a protection zone of a route according to an embodiment of the present disclosure;

[0063] Figure 7 A schematic diagram of a process of updating the current point MA according to an embodiment of the present disclosure;

[0064] Figure 8 One of the schematic diagrams of updating the current point MA according to an embodiment of the present disclosure;

[0065] Fig. 9 The second schematic diagram of updating the current point MA according to an embodiment of the present disclosure;

[0066] Fig.10 The third schematic diagram of updating the current point MA according to an embodiment of the present disclosure;

[0067] Fig.11 FIG4 is a fourth schematic diagram of updating the current point MA according to an embodiment of the present disclosure;

[0068] Fig.12 FIG5 is a fifth schematic diagram of updating the current point MA according to an embodiment of the present disclosure;

[0069] Fig.13A schematic diagram of a train's previous route being abnormally occupied according to an embodiment of the present disclosure;

[0070] Fig.14 A control device for a train according to an embodiment of the present disclosure;

[0071] Fig.15 Schematic diagram of the structure of a vehicle controller according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0072] In order to make the purpose, technical solution and advantages of the embodiments of the present disclosure clearer, the technical solution in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present disclosure.

[0073] In the embodiments of the present disclosure, the term "and / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent three situations: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0074] The application scenarios described in the embodiments of the present disclosure are intended to more clearly illustrate the technical solutions of the embodiments of the present disclosure, and do not constitute a limitation on the technical solutions provided by the embodiments of the present disclosure. It is known to those skilled in the art that with the emergence of new application scenarios, the technical solutions provided by the embodiments of the present disclosure are also applicable to similar technical problems. In the description of the present disclosure, unless otherwise specified, the meaning of "multiple" is two or more.

[0075] In the prior art, when a train is running at the point control level, multiple LEUs and active balises need to be arranged on the ground along the track line, resulting in high costs, and the point MA calculated by this method is valid once and is fixed. However, when the train enters the current route, if abnormal conditions such as switch changes occur in the route, the safety of the train operation will be low.

[0076] Therefore, the present disclosure provides a train control method. After the train determines the current point MA at the point control level in this embodiment, each time the route information sent by the interlocking device is received, the current point MA is updated based on the route information. Therefore, the current point MA of the train in the embodiment of the present application will be updated as the route information changes, and is not static, which improves the safety of train operation. Below, the scheme of the present disclosure is described in detail in conjunction with the accompanying drawings.

[0077] like Figure 2 As shown, an application scenario of a train control method includes an onboard controller 201, an ATP device 2011 and an interlocking device 202. Among them:

[0078] When the train is running in the RM mode with the control level as the interlocking level, the ATP device 2011 in the onboard controller 201 sends the identification of the first target signal to the interlocking device 202 at intervals of a first specified time, so that the interlocking device 202 determines the current state of the first target signal based on the identification of the first target signal; wherein the first target signal is the signal closest to the train in front of the train; if the ATP device 2011 receives that the current state of the first target signal sent by the interlocking device 202 is the first state, and determines that the distance between the front of the train and the first target signal is less than the first specified distance, the control level of the train is changed to The ATP device 2011 controls the train to run in the line section corresponding to the current point MA, and receives the route information sent by the interlocking device 202 every second specified time period, wherein the route information includes the status information of the signal machine in front of the train, the track section information and the switch information; when the on-board controller 201 receives the route information sent by the interlocking device 202, it updates the current point MA based on the route information to obtain the updated current point MA, and controls the train to run in the line section corresponding to the updated current point MA.

[0079] in, Figure 2 The ATP device 2011 in the vehicle controller 201 and the interlocking device 202 can exchange information via LTE (Long Term Evolution) wireless communication.

[0080] Among them, the description in this application only details a single vehicle controller 201, a single ATP device 2011, and a single interlocking device 202, but those skilled in the art should understand that the vehicle controller 201, ATP device 2011, and interlocking device 202 shown are intended to indicate that the technical solution of this application involves the operation of the vehicle controller 201, ATP device 2011, and interlocking device 202. It does not imply that there is a limitation on the number, type, or location of the vehicle controller 201, ATP device 2011, and interlocking device 202. It should be noted that if additional modules are added to the illustrated environment or individual modules are removed therefrom, the underlying concept of the example embodiment of this application will not be changed.

[0081] It should be noted that the train control method proposed in this application is not only applicable to Figure 2 The application scenario shown is also applicable to any train control device.

[0082] The following describes the control method of a train according to an exemplary embodiment of the present application in combination with the application scenarios described above and with reference to the accompanying drawings. It should be noted that the above application scenarios are only shown to facilitate understanding of the methods and principles of the present application, and the implementation methods of the present application are not limited in this regard.

[0083] like Figure 3 FIG. 1 is a flow chart of a train control method disclosed in the present invention, which may include the following steps:

[0084] Step 301: When a train is running in the RM mode with the control level being the interlocking level, an identifier of a first target signal is sent to a target interlocking device at a first specified time interval, so that the target interlocking device determines the current state of the first target signal based on the identifier of the first target signal; wherein the first target signal is the signal closest to the train in front of the train;

[0085] In the embodiment of the present application, each interlocking device is set with a corresponding effective position range, so the on-board controller can obtain the effective position range of the locomotive position based on the locomotive position of the train, and use the correspondence between each interlocking device and the effective position range to obtain the target interlocking device corresponding to the effective position range of the locomotive position. And in the embodiment of the present application, as the train runs, the target interlocking device changes. Therefore, in the embodiment of the present application, the corresponding target interlocking device is determined once every first specified time period. If it is determined that the target interlocking device has changed, the on-board controller needs to disconnect from the currently connected target interlocking device and establish a connection with the newly determined target interlocking device. Figure 4 As shown, when the front of the train is in the effective position range A, the on-board controller of the train is connected to the interlocking device 1, and the target interlocking device corresponding to the train is the interlocking device 1. When the front of the train travels to the effective position range B, the on-board controller of the train is disconnected from the interlocking device 1 and connected to the interlocking device 2, and the target interlocking device corresponding to the train is the interlocking device 2.

[0086] It should be noted that the first specified duration in the embodiment of the present application can be set according to actual conditions, and the embodiment of the present application does not limit the first specified duration.

[0087] Step 302: If the current state of the first target signal received from the target interlocking device is the first state, and it is determined that the distance between the front of the train and the first target signal is less than the first specified distance, the control level of the train is switched to the point control level, and the current point MA of the train is determined based on the position of the rear of the train;

[0088] like Figure 5 As shown, it is a schematic diagram of a train at the point control level. It can be seen from the figure that, at the point control level, the VOBC (Vehicle On Board Computer) and ZC (zone controller) devices are disconnected from communication, and a communication connection is established with the interlocking device.

[0089] like Figure 6 The following is a schematic diagram of the train switching point control level scenario. Figure 6 It can be seen that the first target signal corresponding to the train is signal S2. If the distance between the front of the train and the first target signal is less than the first specified distance, the control level of the train is switched to the point control level, and the corresponding current point MA is calculated.

[0090] The current point MA in the embodiment of the present application includes the MA starting position and the MA ending position. The following is an introduction to the method of determining the point MA:

[0091] In one embodiment, the MA starting position is determined according to the position of the rear of the train and the second specified distance; and the terminal position of the terminal route of the train is determined as the MA terminal position, wherein the terminal route is a route in which the starting signal is in the first state and the terminal signal is in the second state among the routes ahead of the train, and the starting signal is a signal located at the starting position of the route, and the terminal signal is a signal located at the terminal position of the route. Figure 6 As shown, in the embodiment of the present application, the white color of the signal indicates the first state (permitted state, green light), and the gray color of the signal indicates the second state (prohibited state, red light). The current route of the train is route a. For route b, signal S2 is the starting signal of route b, and signal S4 is the terminal signal of route b. Figure 6 It can be seen that the start signal of route b is in the first state, and the terminal signal of route b is in the second state. Therefore, the end position of MA is the end position of route b.

[0092] Among them, if the established coordinate system takes the running direction of the train as the direction of the horizontal coordinate axis, the horizontal position coordinate of the rear of the train is subtracted from the second specified distance to obtain the horizontal position coordinate of the MA starting position, and the vertical position coordinate of the rear of the train is determined as the vertical position coordinate of the MA starting position, and the MA starting position is obtained based on the horizontal position coordinate of the MA starting position and the vertical position coordinate of the MA starting position.

[0093] If the established coordinate system has the horizontal axis in the direction opposite to the running direction of the train, the horizontal position coordinate of the rear of the train is added to the second specified distance to obtain the horizontal position coordinate of the MA starting position, and the vertical position coordinate of the rear of the train is determined as the vertical position coordinate of the MA starting position, and the MA starting position is obtained based on the horizontal position coordinate of the MA starting position and the vertical position coordinate of the MA starting position.

[0094] Step 303: Control the train to run based on the current point-type MA, and receive route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of the middle signal machine in front of the train, track section information, and turnout information;

[0095] The status information of the signal in the embodiment of the present application includes the current status of each signal in front of the train. The track section information includes the status information of each route in front of the train, and the status information of the route includes the route being normal or the route being faulty. The turnout information includes the status information of the turnout in each route in front of the train, and the status information of the turnout includes one of the turnout being normal, the turnout position being changed, and the turnout being out of order.

[0096] It should be noted that the first specified time length and the second specified time length in the embodiment of the present application may be the same or different, and may be set specifically according to actual conditions. The implementation of the present application does not limit the specific value of the second specified time length.

[0097] Step 304: Update the current point MA based on the route information to obtain an updated current point MA, and control the train to run based on the updated current point MA.

[0098] Next, the step of updating the current point MA based on the route information in step 304 is described in detail. It mainly includes the following two situations:

[0099] Case 1: If the track section information shows that the status information of each approach within the target range of the train is normal, and the switch section information shows that there is no abnormality in the switch; the status information of the signal includes the current status of each signal in front of the train, and the current status includes a first status, a second status and an abnormal closed status. The first status in the embodiment of the present application is an allowed status (i.e., the signal displays a green light), and the second status is a prohibited status (i.e., the signal displays a red light).

[0100] like Figure 7 As shown, it is a schematic diagram of the process of updating the current point MA corresponding to the first situation, including the following steps:

[0101] Step 701: Based on the state information of the signal machine, determine whether the current states of the second target signal machines are all the first state, if so, execute step 702, if not, execute step 705, wherein the second target signal machine is the signal machine within the current point MA;

[0102] Step 702: Based on the state information of the signal, traverse the third target signal machines except the second target signals among the signal machines located in front of the train in a target order; wherein the target order is the same as the order in which the train arrives at the third target signal machines;

[0103] Step 703: for any traversed third target signal machine, determine whether the current state of the third target signal machine is the first state, if so, return to step 702, if not, execute step 704;

[0104] Step 704: Determine the end position of the protection section of the front route of the route where the third target signal whose current state is the second state is located as the end position of the current point MA; wherein the time when the train arrives at the front route is earlier than the time when the train arrives at the route where the third target signal is located;

[0105] In the embodiment of the present application, the route where the third target signal machine whose current state is the second state is located is the route where the third target signal machine is the terminal signal machine. Figure 8 As shown, signal S6 is both in route m and route n, but signal S6 is the starting signal in route n, and signal S8 is the terminal signal in route m. And the route ahead of the route described in the embodiment of the present application is the route adjacent to the route and ahead of the route.

[0106] like Figure 8 As shown, Figure 8The middle signal S2 and the signal S4 are the second target signals located in the current point-type MA. And it is determined that the signal S2 and the signal S4 are in the first state, and the signal S4 and the signal S6 are the third target signals. As can be seen from the figure, when the current state of the signal S6 is the first state, and the state of the signal S8 is the second state (in the embodiment of the present application, the white signal represents the first state, and the gray represents the second state), at this time, the signal S8 is located in the route m, and the route n is the front route of the route m, then the end position of the protection section of the route n (the end point of the protection section of the route n is the end position of the route m) is determined as the end position of the current point-type MA.

[0107] Step 705: Determine the end position of the protection section of the target route corresponding to the second target signal whose current state is the second state as the MA end position of the current point-type MA, wherein the target route is a route in which the signal type of the signal in the route of the signal whose current state is the second state is a terminal signal.

[0108] In the embodiment of the present application, the position of the protection section of each route is preset, and the position of the protection section includes a starting position and an end position.

[0109] like Fig. 9 As shown, Fig. 9 The middle signal S2, signal S4 and signal S6 are the signals located within the current point MA. Fig. 9 It can be seen that all the signals in the current point-type MA are in the first state. When the current state of signal S4 changes to the second state (the white signal in the embodiment of the present application represents the first state, and the gray signal represents the second state), signal S4 is determined to be the second target signal that is abnormally closed, and signal S4 is the terminal signal of route a, then the target route corresponding to signal S4 is determined to be route a, and the end position of the protection section of route a is determined to be the MA end position of the current point-type MA.

[0110] In order to further improve the operation safety of the train, in one embodiment, after executing step 704, it is determined that the length of the current point-type MA is not greater than the specified length, wherein the length of the current point-type MA is obtained by the MA starting position and the MA ending position of the current point-type MA.

[0111] In the embodiment of the present application, the distance between the MA starting position and the MA ending position is obtained according to the MA starting position and the MA ending position, and the distance is determined as the length of the current point-type MA.

[0112] It should be noted that the specified length in the embodiment of the present application can be set according to actual conditions, and the embodiment of the present application does not limit the specified length.

[0113] In one embodiment, if the length of the current point-to-point MA is greater than the specified length, the position corresponding to the specified length is determined as the end position of the current point-to-point MA, and the current point-to-point MA is determined as the updated current point-to-point MA, wherein the position corresponding to the specified length is obtained based on the specified length and the rear position of the train.

[0114] In one embodiment, the position corresponding to the specified length is determined in the following manner: if the established coordinate system is in the direction of the train's running direction as the horizontal axis, the specified length is added to the horizontal coordinate position of the rear of the train to obtain the horizontal coordinate position of the specified length, and the vertical coordinate position of the rear of the train is determined as the vertical coordinate position of the specified length, and the position corresponding to the specified length is obtained based on the horizontal coordinate position of the specified length and the vertical coordinate position of the specified length.

[0115] If the established coordinate system has the horizontal axis in the direction opposite to the running direction of the train, the horizontal coordinate position of the rear of the train is subtracted from the specified length to obtain the horizontal position coordinate of the specified length, and the vertical position coordinate of the rear of the train is determined as the vertical position coordinate of the specified length, and the position corresponding to the specified length is obtained based on the horizontal position coordinate of the specified length and the vertical position coordinate of the specified length.

[0116] like Fig.10 As shown, after the current point MA is determined as the end position of the protection section of route n, it is determined whether the length of the current point MA is greater than the specified length. If it is greater, the position corresponding to the specified length is determined as the end position of the current point MA, that is, Fig.10 Position A in is the position corresponding to the specified length.

[0117] Case 2: If the track section information is a target route with a route fault among the routes within the target range of the train, or if the route switch information is a route with a switch position loss among the routes ahead of the train.

[0118] In one embodiment, if the track segment information is a target route with a route fault among the routes within the target range of the train, the end position of the route adjacent to the target route and in front of the target route in the running direction of the train is determined as the MA end position of the current point-type MA, wherein the target range starts from the route that is located behind the current route of the train in the running direction of the train and adjacent to the current route of the train, and ends at the MA end position of the current point-type MA, and the time when the train arrives at the target route is later than the time when the train arrives at the route in front of the target route.

[0119] like Fig.11 As shown in the figure, signal S4 to signal S6 are the target range of the train. Fig.11 If route d is the target route of the route failure, the end position of route c is set to the end position of the current point MA.

[0120] In one embodiment, if the information of the route switch is that there is a route with a switch position loss in each route ahead of the train except the current route of the train, then the end position of the route located in front of the route with the switch loss and adjacent to the route with the switch loss is determined as the MA end position of the current point-type MA.

[0121] like Fig.12 As shown in the figure, it is a schematic diagram of the switch position loss table. Fig.12 It can be seen that the next route after the current route of the train is at the switch position loss. Since the current route is in front of the route with the switch loss and is adjacent to the route with the switch loss, the position of the current route is determined as the MA terminal position of the current point MA.

[0122] In order to further improve the safety of train operation, in one embodiment, after receiving the route information sent by the target interlocking device, if the route information is route abnormality information, the current point MA is set to an invalid MA, and the train is controlled to perform emergency braking, wherein the route abnormality information includes at least one of the following: communication with the target interlocking device is interrupted, the position of the train is lost, the next route of the current route of the train in the running direction of the train is abnormally occupied, the switch position of the current route of the train is changed, and the switch position of the current route of the train is lost.

[0123] like Fig.13 As shown, it is a schematic diagram that the subsequent route of the current route of the train is abnormally occupied. At this time, the current point MA is set to an invalid MA.

[0124] Based on the same disclosed concept, the train control method disclosed above can also be implemented by a train control device. The effect of the train control device is similar to that of the aforementioned method, and will not be described in detail here.

[0125] Fig.14 It is a schematic diagram of the structure of a train control device according to an embodiment of the present disclosure.

[0126] like Fig.14 As shown, the train control device 1400 of the present disclosure may include a signal state determination module 1410 , a control level switching module 1420 , a route information query module 1430 and a point MA update module 1440 .

[0127] The signal machine state determination module 1410 is used for sending the identification of the first target signal machine to the target interlocking device at a first specified time interval when the train is running in the RM mode with the control level being the interlocking level, so that the target interlocking device determines the current state of the first target signal machine based on the identification of the first target signal machine; wherein the first target signal machine is the signal machine closest to the train in front of the train;

[0128] A control level switching module 1420 is configured to switch the control level of the train to a point control level if the current state of the first target signal received from the target interlocking device is the first state, and it is determined that the distance between the front of the train and the first target signal is less than a first specified distance, and determine the current point MA of the train based on the position of the rear of the train;

[0129] The route information query module 1430 is used to control the train to run based on the current point MA, and receive the route information sent by the target interlocking device every second specified time period, wherein the route information includes the status information of the signal machine in front of the train, the track section information and the turnout information;

[0130] The point MA updating module 1440 is used to update the current point MA based on the route information to obtain an updated current point MA, and control the train to run based on the updated current point MA.

[0131] In one embodiment, the current point MA includes an MA starting position and an MA ending position;

[0132] The control level switching module 1420 is specifically used to:

[0133] Determining the starting position of the MA according to the position of the rear end of the train and a second specified distance;

[0134] The terminal position of the terminal route of the train is determined as the MA terminal position, wherein the terminal route is a route in which the starting signal is in the first state and the terminal signal is in the second state among the routes ahead of the train, and the starting signal is a signal located at the starting position of the route, and the terminal signal is a signal located at the terminal position of the route.

[0135] In one embodiment, the state information of the signal includes the current state of each signal in front of the train; if the track section information is that the state information of each route within the target range of the train is that the route is normal, and the turnout information is that the turnout is normal;

[0136] The point-type MA updating module 1440 is specifically used for:

[0137] If it is determined based on the state information of the signal that the current states of the second target signals are all the first state, then based on the state information of the signal, the third target signals other than the second target signals among the signals located in front of the train are traversed in sequence according to the target order, wherein the second target signal is the signal within the current point-type MA;

[0138] For any traversed third target signal, if the current state of the third target signal is the first state, the traversal is continued according to the target sequence until the third target signal whose current state is the second state is traversed, and the end position of the protection section of the front route of the route where the third target signal whose current state is the second state is located is determined as the end position of the current point MA, wherein the target sequence is the same as the order in which the train arrives at each third target signal, and the time when the train arrives at the front route is earlier than the time when the train arrives at the route where the third target signal is located.

[0139] In one embodiment, the apparatus further comprises:

[0140] Judgment module 1450 is used to determine that the length of the current point-type MA is not greater than the specified length after the end position of the protection section of the route located in front of the third target signal whose current state is the second state is determined as the end position of the current point-type MA, wherein the length of the current point-type MA is obtained by the MA starting position and the MA end position of the current point-type MA.

[0141] In one embodiment, the point-based MA updating module 1440 is further configured to:

[0142] If the length of the current point-to-point MA is greater than the specified length, the position corresponding to the specified length is determined as the end position of the current point-to-point MA, and the current point-to-point MA is determined as the updated current point-to-point MA, wherein the position corresponding to the specified length is obtained based on the specified length and the rear position of the train.

[0143] In one embodiment, the point-based MA updating module 1440 is further configured to:

[0144] If, based on the status information of the signal, it is determined that there is an abnormally closed second target signal among the second target signals within the current point-type MA, the end position of the protection section of the target route corresponding to the abnormally closed second target signal is determined as the MA end position of the current point-type MA, wherein the target route is a route in which the signal type of the abnormally closed signal in the route is a terminal signal, wherein the abnormally closed second target signal is a second target signal whose current state is the second state.

[0145] In one embodiment, the point-based MA updating module 1440 is specifically configured to:

[0146] If the track section information is a target route with a route fault among the routes within the target range of the train, the end position of the route adjacent to the target route and in front of the target route in the running direction of the train is determined as the MA end position of the current point-type MA, wherein the target range starts from the route that is located behind the current route of the train in the running direction of the train and adjacent to the current route of the train, and ends at the MA end position of the current point-type MA, and the time when the train arrives at the target route is later than the time when the train arrives at the route in front of the target route; or,

[0147] If the information of the route switch is that there is a route with a switch position loss in each route ahead of the train except the current route of the train, then the end position of the route located in front of the route with the switch loss and adjacent to the route with the switch loss will be determined as the MA end position of the current point-type MA.

[0148] In one embodiment, the apparatus further comprises:

[0149] The invalid MA setting module 1460 is used to set the current point MA as invalid MA and control the train to perform emergency braking after receiving the route information sent by the target interlocking device, if the route information is route abnormality information, wherein the route abnormality information includes at least one of the following: communication with the target interlocking device is interrupted, the position of the train is lost, the next route of the current route of the train in the running direction of the train is abnormally occupied, the switch position of the current route of the train is changed, and the switch position of the current route of the train is lost.

[0150] After introducing a train control method and apparatus according to an exemplary embodiment of the present disclosure, next, an on-board controller according to another exemplary embodiment of the present disclosure is introduced.

[0151] Those skilled in the art will appreciate that various aspects of the present disclosure may be implemented as systems, methods or program products. Therefore, various aspects of the present disclosure may be specifically implemented in the following forms, namely: complete hardware implementation, complete software implementation (including firmware, microcode, etc.), or a combination of hardware and software, which may be collectively referred to herein as "circuits", "modules" or "systems".

[0152] In some possible implementations, the onboard controller according to the present disclosure may include at least one processor and at least one computer storage medium. The computer storage medium stores program code, and when the program code is executed by the processor, the processor executes the steps of the train control method according to various exemplary embodiments of the present disclosure described above in this specification. For example, the processor may execute the following steps: Figure 3 Steps 301-304 shown in .

[0153] Refer to the following Fig.15 15 to describe the on-vehicle controller 1500 according to this embodiment of the present disclosure. Fig.15 The displayed in-vehicle controller 1500 is merely an example and should not bring any limitation to the functionality and scope of use of the embodiments of the present disclosure.

[0154] like Fig.15 As shown, the vehicle controller 1500 is in the form of a general vehicle controller. The components of the vehicle controller 1500 may include but are not limited to: at least one processor 1501, at least one computer storage medium 1502, and a bus 1503 connecting different system components (including the computer storage medium 1502 and the processor 1501).

[0155] Bus 1503 represents one or more of several types of bus structures, including a computer storage media bus or computer storage media controller, a peripheral bus, a processor, or a local bus using any of a variety of bus architectures.

[0156] Computer storage media 1502 may include readable media in the form of volatile computer storage media, such as random access computer storage media (RAM) 1521 and / or cache storage media 1522 , and may further include read-only computer storage media (ROM) 1523 .

[0157] The computer storage medium 1502 may also include a program / utility 1525 having a set (at least one) of program modules 1524, such program modules 1524 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0158] The vehicle controller 1500 may also communicate with one or more external devices 1504 (e.g., keyboards, pointing devices, etc.), may also communicate with one or more devices that enable a user to interact with the vehicle controller 1500, and / or communicate with any device that enables the vehicle controller 1500 to communicate with one or more other vehicle controllers (e.g., routers, modems, etc.). Such communication may be performed via an input / output (I / O) interface 1505. In addition, the vehicle controller 1500 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 1506. As shown, the network adapter 1506 communicates with other modules for the vehicle controller 1500 via a bus 1503. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the vehicle controller 1500, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0159] In some possible implementations, various aspects of a train control method provided by the present disclosure may also be implemented in the form of a program product, which includes a program code. When the program product is run on a computer device, the program code is used to enable the computer device to execute the steps of the train control method according to various exemplary embodiments of the present disclosure described above in this specification.

[0160] The program product may use any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access computer storage medium (RAM), a read-only computer storage medium (ROM), an erasable programmable read-only computer storage medium (EPROM or flash memory), an optical fiber, a portable compact disk read-only computer storage medium (CD-ROM), an optical computer storage medium, a magnetic computer storage medium, or any suitable combination of the above.

[0161] The program product of the control of the train of the embodiment of the present disclosure can adopt a portable compact disk read-only computer storage medium (CD-ROM) and include program code, and can be run on the on-board controller. However, the program product of the present disclosure is not limited to this. In this document, the readable storage medium can be any tangible medium containing or storing a program, which can be used by or in combination with an instruction execution system, device or device.

[0162] The readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, wherein the readable program code is carried. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. The readable signal medium may also be any readable medium other than a readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0163] The program code embodied on the readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wired, optical cable, RF, etc., or any suitable combination of the foregoing.

[0164] Program code for performing the operations of the present disclosure may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, etc., and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's vehicle controller, partially on the user's device, as a separate software package, partially on the user's vehicle controller and partially on a remote vehicle controller, or entirely on a remote vehicle controller or server. In the case of a remote vehicle controller, the remote vehicle controller may be connected to the user's vehicle controller via any type of network including a local area network (LAN) or a wide area network (WAN), or may be connected to an external vehicle controller (e.g., via the Internet using an Internet service provider).

[0165] It should be noted that although several modules of the device are mentioned in the above detailed description, this division is merely exemplary and not mandatory. In fact, according to the embodiments of the present disclosure, the features and functions of two or more modules described above can be embodied in one module. Conversely, the features and functions of one module described above can be further divided into multiple modules to be embodied.

[0166] In addition, although the operations of the disclosed method are described in a specific order in the drawings, this does not require or imply that the operations must be performed in this specific order, or that all the operations shown must be performed to achieve the desired results. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and / or one step may be decomposed into multiple steps.

[0167] Those skilled in the art will appreciate that the embodiments of the present disclosure may be provided as methods, systems, or computer program products. Therefore, the present disclosure may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present disclosure may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk computer storage media, CD-ROM, optical computer storage media, etc.) containing computer-usable program codes.

[0168] The present disclosure is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to the present disclosure. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0169] These computer program instructions may also be stored in a computer-readable computer storage medium that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable computer storage medium produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0170] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process in the computer or other programmable device. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0171] Obviously, those skilled in the art can make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. Thus, if these modifications and variations of the present disclosure fall within the scope of the claims of the present disclosure and their equivalents, the present disclosure is also intended to include these modifications and variations.

Claims

1. A train control method, characterized in that: Applied to a vehicle-mounted controller, the method comprises: When the train is running in the RM mode with the control level being the interlocking level, the identification of the first target signal is sent to the target interlocking device at a first specified time interval, so that the target interlocking device determines the current state of the first target signal based on the identification of the first target signal; wherein the first target signal is the signal closest to the train in front of the train; If the current state of the first target signal received from the target interlocking device is the first state, and it is determined that the distance between the front of the train and the first target signal is less than the first specified distance, the control level of the train is switched to the point control level, and the current point MA of the train is determined based on the position of the rear of the train; Control the train to run based on the current point-type MA, and receive route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of the signal machine in front of the train, track section information, and turnout information; The current point-to-point MA is updated based on the route information to obtain an updated current point-to-point MA, and the train is controlled to run based on the updated current point-to-point MA.

2. The method according to claim 1, characterized in that: The current point MA includes the MA starting position and the MA ending position; The determining of the current point MA of the train based on the position of the rear end of the train comprises: Determining the starting position of the MA according to the position of the rear end of the train and the second specified distance; The terminal position of the terminal route of the train is determined as the MA terminal position, wherein the terminal route is a route in which the starting signal is in the first state and the terminal signal is in the second state among the routes ahead of the train, and the starting signal is a signal located at the starting position of the route, and the terminal signal is a signal located at the terminal position of the route.

3. The method according to claim 1, characterized in that The state information of the signal includes the current state of each signal in front of the train; if the track section information is that the state information of each route within the target range of the train is that the route is normal, and the turnout information is that the turnout is normal; The updating of the current point-type MA based on the route information to obtain an updated current point-type MA includes: If it is determined based on the state information of the signal that the current states of the second target signals are all the first state, then based on the state information of the signal, the third target signals other than the second target signals among the signals located in front of the train are traversed in sequence according to the target order, wherein the second target signal is the signal within the current point-type MA; For any traversed third target signal, if the current state of the third target signal is the first state, the traversal is continued according to the target sequence until the third target signal whose current state is the second state is traversed, and the end position of the protection section of the front route of the route where the third target signal whose current state is the second state is located is determined as the end position of the current point MA, wherein the target sequence is the same as the sequence in which the train arrives at each third target signal, and the time when the train arrives at the front route is earlier than the time when the train arrives at the route where the third target signal is located.

4. The method according to claim 3, characterized in that: After determining the end position of the protection section of the route located in front of the third target signal whose current state is the second state as the end position of the current point-type MA, the method further includes: Determine that the length of the current point-type MA is not greater than a specified length, wherein the length of the current point-type MA is obtained by an MA starting position and an MA ending position of the current point-type MA.

5. The method according to claim 4, characterized in that The method further comprises: If the length of the current point-to-point MA is greater than the specified length, the position corresponding to the specified length is determined as the end position of the current point-to-point MA, and the current point-to-point MA is determined as the updated current point-to-point MA, wherein the position corresponding to the specified length is obtained based on the specified length and the rear position of the train.

6. The method according to claim 3, characterized in that The method further comprises: If, based on the status information of the signal, it is determined that there is an abnormally closed second target signal among the second target signals within the current point-type MA, the end position of the protection section of the target route corresponding to the abnormally closed second target signal is determined as the MA end position of the current point-type MA, wherein the target route is a route in which the signal type of the abnormally closed signal in the route is a terminal signal, wherein the abnormally closed second target signal is a second target signal whose current state is the second state.

7. The method according to claim 1, characterized in that The updating of the current point-type MA based on the route information includes: If the track section information is a target route with a route fault among the routes within the target range of the train, the end position of the route adjacent to the target route and in front of the target route in the running direction of the train is determined as the MA end position of the current point-type MA, wherein the target range starts from the route that is located behind the current route of the train in the running direction of the train and adjacent to the current route of the train, and ends at the MA end position of the current point-type MA, and the time when the train arrives at the target route is later than the time when the train arrives at the route in front of the target route; or, If the information of the route switch is that there is a route with a switch position loss in each route ahead of the train except the current route of the train, then the end position of the route located in front of the route with the switch loss and adjacent to the route with the switch loss will be determined as the MA end position of the current point-type MA.

8. The method according to claim 1, characterized in that: After receiving the route information sent by the target interlocking device, the method further includes: If the route information is route abnormality information, the current point MA is set to an invalid MA, and the train is controlled to perform emergency braking, wherein the route abnormality information includes at least one of the following: communication with the target interlocking device is interrupted, the position of the train is lost, the next route of the current route of the train in the running direction of the train is abnormally occupied, the switch position of the current route of the train is changed, and the switch position of the current route of the train is lost.

9. A vehicle-mounted controller, characterized in that: comprising a processor and a memory, wherein the processor and the memory are connected via a bus; The memory stores a computer program, and the processor is configured to perform the following operations based on the computer program: When the train is running in the RM mode with the control level being the interlocking level, the identification of the first target signal is sent to the target interlocking device at a first specified time interval, so that the target interlocking device determines the current state of the first target signal based on the identification of the first target signal; wherein the first target signal is the signal closest to the train in front of the train; If the current state of the first target signal received from the target interlocking device is the first state, and it is determined that the distance between the front of the train and the first target signal is less than the first specified distance, the control level of the train is switched to the point control level, and the current point MA of the train is determined based on the position of the rear of the train; Control the train to run based on the current point-type MA, and receive route information sent by the target interlocking device every second specified time period, wherein the route information includes status information of the signal machine in front of the train, track section information, and turnout information; The current point-to-point MA is updated based on the route information to obtain an updated current point-to-point MA, and the train is controlled to run based on the updated current point-to-point MA.

10. The vehicle-mounted controller according to claim 9, characterized in that: The current point MA includes the MA starting position and the MA ending position; The processor performs the step of determining the current point MA of the train based on the position of the rear of the train, and is specifically configured as follows: Determining the starting position of the MA according to the position of the rear end of the train and the second specified distance; The terminal position of the terminal route of the train is determined as the MA terminal position, wherein the terminal route is a route in which the starting signal is in the first state and the terminal signal is in the second state among the routes ahead of the train, and the starting signal is a signal located at the starting position of the route, and the terminal signal is a signal located at the terminal position of the route.

Images